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RTCA, Inc.
1150 18th Street, NW, Suite 910
Washington, DC 20036
Phone: (202) 833-9339
Fax: (202) 833-9434
www.rtca.org
RTCA Paper No. 059-16/NAC-39
February 25, 2016
Meeting Summary, February 25, 2016
NextGen Advisory Committee (NAC)
The seventeenth meeting of the NextGen Advisory Committee (NAC) was held on February
25, 2016 at Delta Air Lines, Atlanta, GA. The meeting discussions are summarized below.
List of attachments:
Attachment 1 - Attendees
Attachment 2 - Presentations for the Committee meeting - (containing much of the
detail on the content covered during the meeting)
Attachment 3 - Approved October 8, 2015 Meeting Summary
Attachment 4 - NAC Chairman’s Report
Attachment 5 - FAA Report from The Honorable Michael Whitaker, FAA Deputy
Administrator
Attachment 6 – Delta Air Lines Equipage presentation
Welcome and Introductions
Chairman Anderson opened the meeting at 9:08 a.m. by welcoming the NAC members and
others in attendance and introducing five new Committee members:
Pete Dumont, President, Air Traffic Control Association
David Melcher, President, Aerospace Industries Association
Vicki Schmanske, Vice President Operations, Lockheed Martin IS&GS Civil, Defense &
Intel
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Dr. Jaiwon Shin, Associate Administrator, National Aeronautics and Space
Administration
Martin Whelan, Director of Future Operations, United States Air Force
Chairman Anderson also recognized the contribution of retiring Committee member Jeff
Hamiel, Executive Director/CEO, Metropolitan Airports Commission in representing airports
and his service in Minneapolis, Minnesota.
All NAC members and attendees from the general public were asked to introduce themselves
(attendees are identified in Attachment 1).
Designated Federal Official Statement
The DFO, The Honorable Michael Whitaker (FAA Deputy Administrator) read the Federal
Advisory Committee Act notice, governing the public meeting.
Approval of October 8, 2015 Meeting Summary
Chairman Anderson asked for consideration of the written Summary of the October 8, 2015
meeting. By motion, the Committee approved the Summary (Attachment 3).
Chairman's Remarks
The following is a summary of the remarks made by Chairman Anderson (Attachment 4):
He thanked Administrator Michael Huerta, Mike Whitaker and their leadership team at the
FAA for their engagement of the industry in the consensus-based process as we seek to
implement NextGen capabilities under the NextGen Advisory Committee (NAC). The
Chairman also expressed appreciation to his colleagues in the aviation industry for their
commitment to the work of the Committee, the Subcommittee and the various work and
task groups.
He summarized 2015 accomplishments:
The FAA implemented 29 of 31 priorities of the Industry-FAA NextGen Integration
Working Group (NIWG), advancing work in the four priority areas of DataComm,
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Multiple Runway Operations (MRO), Performance Based Navigation (PBN), and
Surface.
DataComm – In response to NAC recommendations, the FAA resolved
implementation issues, including addressing the data recording requirement that
presented a potential barrier for aircraft operators to use pre-departure clearances in
the terminal area.
The FAA made substantial progress on Wake Recategorization (Wake ReCat)
implementation at locations with simultaneous approaches to parallel runways by
reducing separation criteria for multiple runway operations.
In the critical PBN capability, the FAA moved forward with Established on RNP (EOR)
capabilities, Metroplex implementations at Northern California, Atlanta and
Charlotte, a Las Vegas PBN analysis and a national standard for Equivalent Lateral
Spacing Operations (ELSO).
Surface and data sharing – The FAA progressed with a deployment of electronic flight
strips at Newark Airport, a NASA departure metering capability at Charlotte, and an
agreement to have airports participate in Collaborative Decision Making.
As plans and implementations proceed into 2016 and future years he suggested that the
overarching goal of NextGen, should be achieving VMC performance in IMC conditions. The
Committee must mitigate the risks of implementation, and measure outcomes using the
performance metrics identified through the successful transparent collaborative process. We
must jointly address all necessary components of each capability, such as training, decision
support tools, procedures and policies and have a fully integrated implementation plan.
He noted that the Committee work cannot be political, and underscored the need for the
Industry and the FAA to speak with one voice regarding the operational performance
improvements attributable to NextGen implementation.
He reiterated the Committee’s strong commitment to ADS-B implementation. This included
the work of the ADS-B Task Group that identified barriers to meeting the January 2020
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implementation date and steps to address these. He asked the OEM’s to do a better job of
retrofitting with plug and play technology, given the pace of technological advancements.
In conclusion, Chairman Anderson emphasized that there is no better way to ensure mutual
success than through a federal advisory committee venue, such as the NAC, supported by
the world-class collaboration tools and expertise RTCA has built up over the years.
FAA Report - Mike Whitaker, Deputy Administrator, FAA
The following are the major points from Mr. Whitaker’s remarks. The details are contained in
the FAA report (Attachment 5).
Mr. Whitaker began his remarks by congratulating Chairman Anderson on his new role as
Executive Chairman of Delta’s Board, thanking him for his continued leadership of the NAC
that will continue through the October 2016 meeting. He also reviewed the agenda items
and addressed recent progress that the FAA and the NAC has made since the October
meeting.
He highlighted the following FAA News:
Budget – The Fiscal Year 2017 budget calls for $15.9 billion, including approximately $1
billion for NextGen. This budget, if enacted, would restore us to the funding levels needed to
execute the NextGen Priorities.
FAA Reauthorization – There is broad acknowledgment that there are opportunities through
FAA reauthorization to ensure that the U.S. continues to lead the world in aviation safety
and efficiency. We encourage Congress to work in a bipartisan way, consistent with recent
approaches on transportation issues. FAA reauthorization will impact a broad and diverse
array of stakeholders, and we want to make sure they are all heard throughout this process,
which has just begun.
We continue to believe that any proposal should support our core reauthorization principles.
These principles include maintaining the safest aerospace system in the world, modernizing
the FAA’s air traffic control system—including stable funding for air traffic control
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operations, NextGen, and the efficient recapitalization of aging facilities—and enabling the
integration of new users into the NAS.
Unmanned Aircraft Systems (UAS) – the FAA has been working hard to integrate UAS safely
and effectively into our airspace. In December, we made great strides toward this goal by
creating a web-based registration process for owners of small drones. More than 350,000
owners of small unmanned aircraft, weighing more than half a pound and less than 55 lbs,
have registered their drone.
FAA is continuing to work on the final rule for small UAS and we plan to publish it in late
spring. We believe it will meet the majority of current commercial demand.
Micro UAS ARC – This week FAA announced the establishing of an aviation rulemaking
committee to develop recommendations for operating micro unmanned aircraft. This work
will begin its work in March and will make recommendations for how to safely operate
drones over people who are not directly involved in the operation of the aircraft by April.
There has been interest in creating a micro UAS category. As part of the proposed rule for
small UAS, we asked for comments on a “micro” classification. Based on the comments, the
FAA has decided to pursue flexible, performance-based requirements that address potential
hazards instead of a classification defined by weight and speed.
In response to a question about the discussed micro UAS 4.4lb weight, Mr. Whitaker
explained that the weight had not been determined. The micro rulemaking committee would
look at various combinations of weights, shapes and speed, among other factors, to
determine what is appropriate for a proposed rule.
PBN NAV Strategy – Mr. Whitaker introduced Mark Bradley (Delta Air Lines) and Josh Gustin
(FAA) who provided an overview of the PBN NAS NAV strategy. The strategy establishes a
clear vision of PBN as the basis for all daily operations in the NAS, outlines a 15-year plan,
and defines navigation service groups. In the near term, the FAA will use the tools and
procedures it has in place and then move forward to increase capability by service group.
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The plan pulls together much of the work underway with a longer term plan to assist the
industry in what is needed.
Mr. Bradley explained three areas for additional follow-up:
1. Department of Defense equipage concerns and capabilities
2. NBAA concerns about depiction of Radius to Fix (RF) procedures on aircraft multi-
function displays (under further work by the PARC)1
3. NAC Tasking on PBN Time, Speed, Spacing tools
At the end of the discussion in response to a request from Mr. Whitaker the NAC endorsed
the PBN NAS NAV Strategy.
PBN Time, Speed, Spacing Task Group
Task Group Co-Chairs Dan Allen, FedEx Express, and Steve Fulton, Sandel Avionics, provided
a brief on the FAA tasking to review plans for time, speed, spacing and related capabilities.
The purpose is to identify and prioritize tools and technologies that are ground-based and
those in aircraft that are appropriate in various operating conditions. The outcome is to
develop a 15-year plan for deployment in five year increments of near‐2020; mid‐2025, and
far‐2030, that optimize PBN in a mixed equipage environment. Mr. Allen commented that
controllers do great work with vectors to manage traffic flows, but need tools to improve
efficiency. Mr. Fulton also explained current capabilities on aircraft that are not being fully
utilized.
In response to questions from the Committee members, the Co-Chairs outlined the need to
examine FAA’s Terminal Sequencing and Spacing (TSAS) opportunities and near-term tools to
explore the right balance between readily available tools at the facility today such as
Converging Runway Display Aid (CRDA), Ground-based Interval Management-Spacing (GIM-
S) and future national program deployments, noting that currently available tools have the
ability to increase utilization and flexibility today. Another committee member noted the
1 A representative from NBAA stated that this should be performance-based, not equipment-based. The endorsement of the PBN NAV Strategy was subject to this comment.
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need for the NAC to focus priorities on people, processes, and tools for air traffic, airlines,
and the ground.
In response to a question from Chairman Anderson, a Committee member representing air
traffic controllers stated the need for tools that mirror and build on what is being done today
and stressed the need for integration between terminal and ground solutions. An FAA
member responded by explaining that it is the Agency’s intent to look at interdependencies
as the decision support tools are developed and implemented.
Another committee member observed that there is a need for flexibility as capabilities are
delivered and programs may need to be modified to accommodate and provide needed
capabilities.
The task group will report preliminary findings in June and deliver a final report in October.
NextGen Integration Working Group (NIWG)
The Committee received and executive overview of the work of the NIWG, followed by
reports from the joint FAA-Industry NIWG on progress implementing the four priority areas
of NextGen capabilities. The goal of the NIWG is to ensure the delivery of measurable
benefits by dates certain, and thereby, increase the community’s confidence in NextGen.
The NIWG Executive Team: Ed Bolton, FAA NextGen, Teri Bristol, FAA Air Traffic
Organization, Steve Dickson, Delta Air Lines, and Melissa Rudinger, AOPA reinforced that the
NIWG continues to “plow new ground” in working together and the future work must build
on the foundation of what has been accomplished. The process has to be disciplined and
focused – but flexible. Open to other Tier 1 priorities. The capabilities should be scalable
across the NAS. The Executive Team also explained that the work of the Teams needs to be
integrated and not just lay out separate milestones. The 2017-2019 plans will be presented
for NAC approval in June.
Ms. Bristol opened the discussion by noting that the NIWG commitments are making a real
difference in the NAS and explaining that the Rolling Plan was kicked off in January. Mr.
Bolton stated that the group is focusing on three things going forward: (1) continuing
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progress; (2) metrics work; (3) rolling plan activities. He echoed comments from Chairman
Anderson and expressed the need for more industry milestones. Mr. Dickson noted that the
goal of this work is to achieve VFR throughput in IFR conditions. He urged discipline, focus,
and flexibility in developing the Rolling Plan. He asked that the group be open to other Tier 1
priorities that may be beyond the original four focus areas and be mindful to scale these
priorities across the NAS. He further stated that the work of the teams needs to go beyond
milestones and must be integrated.
Rudinger concluded by stating that this process has to evolve with continued laser focus on
the four priorities, but broadened to take the general aviation perspective into account.
The introductory remarks were followed by reports and discussion of a progress report on
rolling plan (validating 2017, ideas for 2018/19).
The Industry Leads and the FAA Subject Matter Experts (SMEs) for each of the four focus
areas presented reports on the existing commitments:
DataComm
FAA SMEs: Paul Fontaine (ANG), Jessie Wijntjes (ATO)
Industry Leads: Dan Allen (FedEx Express), John O’Sullivan (Harris Corporation)
Mr. Wijntjes reported that there are 1465 DataComm equipped aircraft, but stated that the
DataComm Program only works if both the FAA and industry do their parts. Industry must
equip their aircraft and train their crews and the FAA must deliver the ground automation
and air ground communication services and train the controllers. Overall the Tower Services
phase of Data Comm is about a year ahead of schedule and moving along nicely against a
challenging schedule. Mr. Allen noted that allowing VDL Mode 0 aircraft in Enroute airspace
is being addressed as part of the Rolling Plan discussions. This is important since about 500
FANS aircraft have VDL Mode 0, making this a significant cost savings if available to the
operators with these legacy aircraft. Mr. Wijntjes noted that the FAA and Industry are
working together to formulate a new plan for Enroute full services that fits within the
reduced budget profile.
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A Committee Member commented that it is important to standardize controller training. Ms.
Bristol agreed and explained that the FAA is working hard to resolve the issues and also
reiterated the importance of industry equipping aircraft to advance the success of the
program.
Multiple Runway Operations (MRO)
FAA SMEs: Jennifer Post (ATO), Paul Strande (NG)
Industry Leads: Glenn Morse (United Air Lines), Jon Tree (The Boeing Company)
The following major areas were highlighted:
Recent Accomplishments: ReCat in DEN, Dependent Parallel Operations (DAL, JFK,
MEM, MSP, PDX, RDU, SEA)
Change in location: swapping IND for LAX
Challenges: (1) BOS may not accrue benefit if RNAV approach not published; (2)
Hardware/Software upgrades for the Flight Data Input/Output (FDIO) necessary for
use with Micro-Enroute Automated Radar Tracking System (MicroEARTS) will not be
available in time for HNL ReCat; (3) Assessment underway for enhancements for
ReCat for specific locations
Rolling Plan discussions: More Wake ReCat sites, Converging Runway Display Aid?
(CRDA), Wake Turbulence Mitigation for Arrival (WTMA)
Ms. Post provided a status of commitments and noted that Wake ReCat will be implemented
at IND this quarter in place of LAX (LAX is delayed due to Standard Terminal Automation
Replacement System (STARS) ATC automation issues). She announced that HNL hardware
and software issues of are delaying that implementation as well; the FAA is working with
industry through the NIWG MRO work group to determine what facility should be moved up
in its place. Mr. Tree noted that FAA has been very responsive in trying to accommodate
ReCat changes as issues have been identified. The group discussed additional Wake ReCat
sites and WTMA as possible future milestones as well as CRDA—recognizing the need to
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integrate across other capabilities, the MRO team will work with the PBN team to determine
viability.
The Committee requested the MRO Team provide a prioritized list of recommendations for
Wake ReCat implementations.
Performance Based Navigation (PBN)
FAA SMEs: Donna Creasap (NG), Josh Gustin (ATO)
Industry Leads: Gary Beck (Alaska Airlines), Steve Fulton (Sandel Avionics)
The following major areas were highlighted:
Recent Accomplishments: Las Vegas Metroplex Study complete; Established on RNP
(EOR) track to fix (TF) analysis complete
Status: ATL, CLT Metroplex on schedule; EOR National Standard - no risk
Rolling Plan discussions: PBN NAV Strategy, EOR sites, Equipage, Near Term Decision
Support Tools as part of Time Based Flow Management (TBFM) rollout - Targets for
TBFM/TSAS and GIM-S
Challenge: Key to PBN success and benefits is getting ATC clearance to fly the
procedures. There is a big time gap before TSAS is available at the most active
airports (NAV Services Group 1/2 airports) are identified by the PBN NAV Strategy
PARC recommendation, and we need to understand what can be done in the interim.
Mr. Gustin confirmed that Atlanta and Charlotte Metroplex commitments are both on track
to be met, and the Team is working to identify implementation milestones, both FAA and
industry will track respective progress against milestones. Mr. Fulton explained that the
Team is establishing a subgroup led by Ken Speir (Delta) to focus on near-term traffic flow
tools for PBN. The group is working on what can be done in the next three years to deliver
benefits. Rolling Plan possibilities include identifying a key site for EoR widely-spaced
operations, aligning new activities to support steps defined in PBN NAS NAV Strategy,
prioritizing applications of EoR and Equivalent Lateral Spacing (ELSO), activities for decision
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support tools. A NAC Member encouraged the Team to revisit the criteria used in the original
prioritization exercise as it looks at prioritizing and determining new sites and capabilities.
Mr. Fulton noted the concerns expressed by operators over the Las Vegas Metroplex
initiative and Ms. Bristol said the FAA is working with affected operators to resolve the
issues.
Chairman Anderson commented that when prioritizing activities, the group needs to focus
on the capabilities and locations that provide the biggest benefit to the majority of the
operations. NAC Subcommittee Co-Chair, Tim Campbell, American Airlines, noted that the
FAA often does not have the necessary budget to take action to improve delivery of full
benefits where post-implementation analysis indicates shortfalls. It was noted that we need
a variety of tools (not just Metroplex) in the toolbox to be nimble in implementing PBN. The
Committee discussed the challenge of ensuring that operational benefits are attained from
deployments. The Seattle Greener Skies was identified as an implementation that is not
delivering as expected. Chairman Anderson gave the action to a small group (Alaska, NATCA,
Southwest, Delta, FAA AVS and ATO) to examine Greener Skies for obstacles and possible
solutions. This is being incorporated into the tracking of the PBN NIWG Team.
Members encouraged the NIWG to focus on people, processes, and tools for air traffic,
airlines, and the ground for the rolling plan.
Two specific actions were given to the PBN Team:
1. Examine PBN traffic flow management capabilities that can be implemented in the
near term to increase and utilize PBN - with focus on people, processes, and tools for
air traffic, operators, and the ground.
2. An Ad hoc group consisting of representatives from FAA (AVS & ATO), Alaska Airlines,
Delta Air Lines, Southwest Airlines, and NATCA was formed to determine what is
necessary to bring Greener Skies into fruition to deliver improved benefits. “What is
wrong with Greener Skies and how do we fix it?” This includes identifying major
issues, causes of the issues and solutions.
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Surface
FAA SMEs: Ben Marple (ANG) and Susan Pfingstler (ATO)
Industry Leads: Rob Goldman (Delta Air Lines), Steve Vail (Mosaic ATM, Inc.)
The following major areas were highlighted:
Status – (1) Advanced Electronic Flight Strips (AEFS) on track; (2) 11 Data elements
due this quarter; (3) Airspace Technology Demonstrations (ATD-2) NASA–FAA
departure metering project in Charlotte demo is on track
Rolling Plan discussions: (1) Terminal Flight Data Manager (TFDM) implementation as
soon as possible since it is the surface management solution for NextGen – industry
wants meaningful inclusion in post FID development; (2) expand surface surveillance
information sharing; (3) support Collaborative Decision Making (CDM)
Risks: (1) TFDM program funding reductions; (2) stakeholders providing 11 data
elements; (3) schedule alignment of NASA ATD-2 tech transfer capability vs TFDM
deployment; (4) portability of TFDM/Surface among airports
Ben Marple, FAA, was introduced as SME lead and provided status of all commitments. The
briefing highlighted that the end state for surface solutions is TFDM with these major
components: electronic flight data to replace legacy paper strips, traffic flow management,
collaborative decision making, and system consolidation.
It was noted by Mr. Campbell that opening up surface data to industry in non-movement
areas that currently can’t be seen, such as the de-icing and gate areas of airports.
The briefers emphasized the risk of TFDM slipping to right, and the importance that TFDM
stay on track. The industry will be recommending a collaborative engagement process similar
to that used for DataComm as the FAA moves forward with TFDM implementation.
PBN JFK Implementation
Responding to a request by the NAC, Bart Roberts, JetBlue, presented an overview of new
RNAV procedures that increased arrival utilization of runway 13L at JFK by as much as 50%.
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The procedures helped mitigate adverse effects of a runway repair project, and is now
improving efficiency and access.
Mr. Roberts emphasized the collaboration between the Port Authority New York New Jersey,
FAA, air traffic controllers and JetBlue in implementing the procedures. He also stated that
other carriers are interested in obtaining approvals necessary to use the procedure.
At Chairman Anderson’s request and with support from the Committee, future NAC
meetings will include a report from an operator of a local PBN implementation to highlight
reasons for implementation and what occurred – “what worked, what didn’t and what can
we do going forward- what actions should be taken?”
European Air Traffic Management Masterplan
Florian Guillermet, SESAR Joint Undertaking, and Frank Brenner, EUROCONTROL, provided
an overview of the European ATM Master Plan that outlines operations and technology and
links it to system performance.
Overview of the Plan:
Security – ensuring high levels of security
Capacity – up to 30% reduction in departure delays, up to 10% additional flights
landing at congested airports, system capable of handling up to 100% more traffic
Environment – up to 10% reduction in CO2 emissions, positive impact on noise and
air quality
Operational Efficiency – up to 6% reduction in flight time, up to 10% reduction in fuel
burn
Safety – improvements by up to a factor of 4
Joint Analysis Team (JAT)
The JAT is an industry-FAA team that is evaluating the performance improvements
attributable to the implementation of selected capabilities at specific locations. The Team is
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supported by data from FAA, individual operators and an industry-funded database being
developed by Passur Aerospace.
Co-Chairs Ilhan Ince, American Airlines, and Dave Knorr, FAA
Scope of the Evaluations:
Wake ReCat Implementations at CLT and two Chicago area airports - ORD/MDW
PBN Metroplex – North Texas
PBN EOR - Denver
The Co-Chairs reported on the methodology for analyzing Wake ReCat at CLT. Although the
overall impacts at CLT are modest, the JAT was able to reach consensus on the methodology
that will also be the basis for the evaluation of Chicago. The final results at both locations will
be reported at the June NAC meeting.
Mr. Knorr also announced that the JAT will examine North Texas instead of Northern
California due to availability of data and the fewer number of airport pairings. The Team will
be meeting in early March to begin the work on analyzing EoR Denver and North Texas
Metroplex that will be delivered to the Committee in October.
PBN Blueprint Community Outreach Task Group
Co-Chairs of the Task Group, Jim Crites, DFW International Airport, and Brian Townsend,
American Airlines, provided an overview of the work underway to develop recommendations
addressing community outreach in the implementation of PBN to assist the FAA and the
industry with the growing environmental challenges associated with PBN. Building on the
landmark Blueprint for Success to Implementing PBN, the Committee will be presented with
a set of recommendations for approval in June designed to help address community
outreach in the implementation of PBN. The Task Group is assessing the state of outreach,
evaluating current implementations for evaluations of best practices and lessons learned.
They are also reviewing FAA efforts underway by the Agency’s Environmental Office and Air
Traffic Organization.
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A Committee member expressed appreciation of this work that is helping to educate local
communities and another noted that each implementation must include outreach in early in
future implementation plans.
ADS-B
Bruce DeCleene, FAA presented the status of aircraft ADS-B Out equipage in meeting the
regulatory mandate of January 1, 2020.
Status of ADS-B Out Equipage – February 2016
General Aviation – 16,765 aircraft out of a fleet of 100K - Substantial number of GA
owners still deferring equipage closer to deadline
Air Carriers – 451 aircraft out of a fleet of 6K - Air carrier equipage plans being filed
will improve forecasting
Equipage Plans have been received by the FAA from the following air carriers that
account for approximately 2100 aircraft by 2020:
o Envoy, Horizon, JetBlue, Delta, FedEx, American, Hawaiian, Southwest, UPS
Privacy – work continues on the NAC recommendation that the FAA issue temporary
credentials to preserve privacy; industry will estimate the number of participating
aircraft and how often they would need temporary credentials. Also working towards
analyzing the possibility of longer term solution in the next technical standard for
ADS-B equipment. The FAA transmitted a letter in December 2015 to RTCA President
Margaret Jenny requesting this action.
An FAA representative noted that the Agency is creating streamlined solutions for equipage
that do not require approval each time, making certification of commercial aircraft easier.
This does not alter the need for operators to act early; vast majority of retrofits will be
completed in 2018. Members discussed the complexity of providing their equipage plans to
the FAA, but agreed they need to meet the mandate. Mr. DeCleene also clarified that
business aviation, general aviation, and UAS need to be a part of the data.
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Committee members commented that it is ill-advised to wait until the last minute, and
warned that failure to act will be problematic because the marketplace of repair facilities
and equipment providers will be flooded with demands for equipment and installations. In
response to a question from a Committee Member, Mr. Whitaker reinforced that
international carriers will be required to comply with the mandate to operate in the U.S.
At the end of the discussion, the Committee requested that detailed ADS-B equipage plans
be provided by air carriers, regional operators and UAS to meet the January 2020 compliance
date under the Equip 2020 activities. (Note: releasable data should be de-identified). The
National Business Aviation Association will identify issues and solutions for business aviation,
including privacy, and the Regional Airline Association will identify issues and solutions for
regional fleets. This will be discussed at the June NAC meeting.
NextGen Vision
Mr. Bruce DeCleene and Ms. Michele Merkle from the FAA provided a preliminary look at
the FAA’s current plans for NextGen through 2030. NextGen originally focused on
infrastructure and is now concentrating on the capability implementation phase. FAA will use
lessons learned from previous implementations and adjust to budget constraints to
implement and realize the benefits of NextGen. Mr. DeCleene noted that aligning activities
and investments is important, citing DataComm’s successful tower services deployments as a
good example of effective collaboration. Collaboration is necessary with the NAC on the
future to ensure we are working towards the same equipage, capabilities, and timelines.
A Committee Member commented that the majority of operators are on the cusp of making
approximately $3.5 billion dollar investments in ADS-B in the next 18 months, on top of
DataComm and PBN investments, and are not likely to have an appetite for more avionics
upgrades. Another carrier representative voiced plans to use the SBAS waiver and utilize
VDL-Mode 0 if available. Steve Dickson from Delta Air Lines reiterated its strategy for C/N/S
from the morning pre-NAC meeting session (Attachment 6, Delta Air Lines Equipage
presentation). As a result of comments made, Chairman Anderson asked JetBlue to provide a
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briefing for the Committee on its C/N/S fleet plans - ADS-B, PBN and DataComm at the June
meeting.
Committee Member Jaiwon Shin, NASA, reiterated that trajectory-based operations are the
future of aviation. He commented that an understanding of the industry’s future direction
and its plans for NextGen is important for NASA to request funding from Congress. Another
Committee Member requested that the FAA identify the key performance improvements the
industry is collectively seeking as a part of the refinement of the longer term plans so that
industry and the FAA can make investment decisions with those objectives.
An FAA Committee Member noted that the FAA is delivering on the four priorities as well as
doing R&D. The FAA and NASA must still do R&D to support future capabilities and, while
understanding their pragmatic focus on the near-term, call on operators to help us architect
the future. Chairman Anderson commented that both NASA and DoD’s work in this area is
fascinating and gave NASA and DoD the action to report their organizations’ vision for the
future at the June meeting.
The following entities were requested to present plans for the future at the June NAC
meeting:
Presentations on the future of the National Airspace System:
FAA (building on presentation from February 2016)
NASA
DoD
The Boeing Company
Summary of the Meeting and Next Steps
The NAC Secretary summarized the following actions from the meeting and follow-up items:
Action Item Responsible Entity
Completion Date
An Ad hoc of representatives from FAA (AVS & ATO), Alaska Airlines, Delta Air
FAA/RTCA June 2016
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Lines, Southwest Airlines, and NATCA was formed to determine what is necessary to bring Greener Skies into fruition to deliver improved benefits. “What is wrong with Greener Skies and how do we fix it?” This includes identifying major issues, causes of the issues and solutions.
Present a report from an operator of a local PBN implementation to highlight reasons for implementation and what occurred – “what worked, what didn’t and what can we do going forward?”
FAA/RTCA June 2016 and future NAC meetings
NextGen Integration Working group (NIWG)
1. Provide prioritized list of recommendations for Multiple Runway Operations (MRO) implementations.
2. Examine PBN traffic flow management capabilities that can be implemented in the near-term to increase and utilize PBN more effectively with focus on people, processes, and tools for air traffic, operators, and the ground.
NIWG (FAA/Industry)
June 2016
ADS-B Out 1. Detailed ADS-B equipage plans
from air carriers, regionals and UAS to meet the January 2020 compliance date. (Note: releasable data should be de-identified)
2. NBAA identify issues and solutions for business aviation
3. RAA identify issues and solutions for regional fleets
1. Industry to provide data via Equip 2020
2. NBAA and RAA report to NAC
June 2016
Briefing for the Committee on Airline C/N/S fleet plans - ADS-B, PBN, DataComm
JetBlue June 2016
Presentations on future of the National Airspace System:
1. FAA (building on presentation from February 2016)
1. FAA 2. NASA 3. DoD 4. Boeing
June 2016
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2. NASA 3. DoD 4. Boeing
DFO and Chairman Closing Comments
Mr. Whitaker and Chairman Anderson both thanked the members for their participation in
the meeting, and the continued work on the NIWG priorities and metrics.
Other Business
No items were requested or discussed.
Adjourn
By motion, Chairman Anderson concluded the meeting of the Committee at 2:42 p.m.
Next Meeting
The next meeting of the NAC is June 17, 2016 in the Washington DC area – site TBD.
Attendees: February 25, 2016 Meeting of the NextGen Advisory Committee
Atlanta, GA
Name Company
Allen, Dan FedEx Express
Allen, Mark Federal Aviation Administration
Anderson, Richard Delta Air Lines, Inc.
Angeles, Eduardo Federal Aviation Administration
Baker, Mark Aircraft Owners and Pilots Association
Batchelor, David SESAR Joint Undertaking
Belger, Monte Metron Aviation
Bertapelle, Joe JetBlue Airways
Bolen, Ed National Business Aviation Association
Bolton, Ed Federal Aviation Administration
Bowman, Jim FedEx Express
Bradley, Mark Delta Air Lines
Brenner, Frank EUROCONTROL
Bristol, Teri Federal Aviation Administration
Bunce, Peter General Aviation Manufacturers Association
Burns, Patrick Delta Air Lines, Inc.
Campbell, Timothy American Airlines, Inc.
Canoll, Tim Air Line Pilots Association
Cebula, Andy RTCA, Inc.
Challan, Peter Harris
Childs, Chip Regional Airline Association
Crites, Jim DFW Airport
DeCleene, Bruce Federal Aviation Administration
Attachment 1
Diaz, Mario City of Houston, Texas
Dickson, Steve Delta Air Lines, Inc.
Donovan, Colleen Federal Aviation Administration
Dumont, Pete Air Traffic Control Association
Engola, Paul Lockheed Martin Corporation
Esposito, Carl Honeywell International, Inc.
Fulton, Steve Sandel Avionics
Goldman, Robert Delta Air Lines
Gomez, Pamela Federal Aviation Administration
Guillermet, Florian SESAR Joint Undertaking
Gustin, Joshua Federal Aviation Administration
Harkey, Charles Delta Air Lines
Harris, John Raytheon
Hartman, Ryan Insitu Inc.
Hennig, Jens GAMA
Hickey, John Federal Aviation Administration
Ince, Ilhan American Airlines
Jenny, Margaret RTCA, Inc.
Johnson, Sasha United Airlines, Inc.
Kast, Christian United Parcel Service
Kenagy, Randy Air Line Pilots Association
Lee, Tracy United Air Lines
Lenfert, Winsome Federal Aviation Administration
Locke, Caitlin Federal Aviation Administration
Lord, Jim Delta Air Lines
Maccarone, Chris PASSUR
Martin, Jeff JetBlue Airways
McArtor, Allan Airbus
Attachment 1
McDuffee, Paul Insitu
Melcher, David Aerospace Industries Association
Miller, Shirley Federal Aviation Administration
Morse, Glenn United Air Lines
Murphy, Dan Federal Aviation Administration
Nordin, Carl Delta Air Lines
Noren, Per The Boeing Company
Perrone, Mike Professional Aviation Safety Specialists
Pierce, Brad NOISE
Planzer, Neil The Boeing Company
Ray, Elizabeth Federal Aviation Administration
Rinaldi, Paul National Air Traffic Controllers Association
Roberts, Bart JetBlue
Roberts, Dennis Federal Aviation Administration
Robinson, Cortney Aerospace Industries Association (AIA)
Rudinger, Melissa Aircraft Owners and Pilots Association
Ryals, Lillian The MITRE Corporation
Schmanske, Vicki Lockheed Martin Corporation
Shellabarger, Nan Federal Aviation Administration
Shin, Jaiwon NASA
Speir, Ken Delta Air Lines
Staigle, Tom Delta Air Lines
Swayze, Rich Federal Aviation Administration
Sypnewski, Jessica Federal Aviation Administration
Teel, Brandi RTCA, Inc.
Vail, Steve Mosaic ATM
Whelan, Martin U.S. Air Force
Whitaker, Mike Federal Aviation Administration
Attachment 1
Wichman, Keith PASSUR
Name Company
Allen, Dan FedEx Express
Allen, Mark Federal Aviation Administration
Anderson, Richard Delta Air Lines, Inc.
Angeles, Eduardo Federal Aviation Administration
Baker, Mark Aircraft Owners and Pilots Association
Batchelor, David SESAR Joint Undertaking
Belger, Monte Metron Aviation
Bertapelle, Joe JetBlue Airways
Bolen, Ed National Business Aviation Association
Bolton, Ed Federal Aviation Administration
Attachment 1
Welcome to the Meeting of the NextGen Advisory Committee
February 25, 2016Delta Air Lines HeadquartersAtlanta, GA
Welcome & Introductions
Richard Anderson, NAC Chairman
Attachment 2
PUBLIC MEETING ANNOUNCEMENTRead by: Designated Federal Official Michael Whitaker
NextGen Advisory CommitteeFebruary 25, 2016
In accordance with the Federal Advisory Committee Act, this Advisory Committee meeting is OPEN TO THE PUBLIC.
Notice of the meeting was published in the Federal Register on:
February 5, 2016
Members of the public may address the committee with PRIOR APPROVAL of the Chairman. This should be arranged in advance.
Only appointed members of the Advisory Committee may vote on any matter brought to a vote by the Chairman.
The public may present written material to the Advisory Committee at any time.
3
Review and Approval of:
October 8, 2015 Meeting Summary
Attachment 2
Chairman’s ReportRichard Anderson, NAC Chair
FAA ReportNextGen Advisory CommitteeThe Honorable Michael WhitakerDeputy Administrator
Attachment 2
NAC Agenda TopicsPBN Time, Speed, Spacing Task Group
NextGen Integration Working Group Reports• Exec Team Update
• NextGen Priorities Beyond the Four
Reports & Discussion• DataComm
• Multiple Runway Operations
• PBN
• Surface
PBN JFK Implementation
7
NAC Agenda Topics (cont’d)
European Air Traffic Management Masterplan
Joint Analysis Team• Update on FAA-Industry Metrics Project
• Timing and expectations on analysis
PBN Blueprint Community Outreach Task Group
ADS-B
NextGen Vision
8
Attachment 2
By:
Date:
Federal AviationAdministrationPBN NAS
Navigation Strategy
NextGen Advisory Committee (NAC)
Mark Bradley, Delta Airlines, PARC ChairJoshua Gustin, FAA, PBN Programs and Policy Group
February 25, 2016
Federal AviationAdministration
10
Strategy Document Coordination
June 2015• Update provided to NAC• Call for Industry participation
August-December• PARC coordination meetings, document review,
and specific action team recommendations
January 2016 • Final integration of PARC recommendations
February • Present outcomes of PARC coordination to NAC
Attachment 2
Federal AviationAdministration
11
PBN NAS Navigation StrategyKey Elements
• Clear vision of PBN as the basis for daily operations at all locations in the NAS
• Identification of the key navigation capabilities that will be available in the NAS over the next 15 years
• Defined service groups for navigation capabilities
Federal AviationAdministration
12
Key Commitments by Timeframe
• Approach/Terminal– Continue to deploy RNAV
(GPS) approaches with vertical guidance
– Update criteria and policies for increased access
– Replace conventional procedures with PBN
• Enroute – Replace Jet routes with PBN-
based structure and point-to-point navigation
– DME/DME redundancy in Class A
• Oceanic – Expand User Preferred Routes– Explore reduced RNP-based
separation standards
Attachment 2
Federal AviationAdministration
13
Navigation Service Groups (NSG)
• Airports grouped based on role within the NAS
• NSGs are used to describe where navigation services will be provided across NAS locations over time
PBN Operation
Near
2015‐
2020†
Mid
2021‐
2025
Far
2026‐
2030
Minimum ICAO
Nav Spec to
Qualify for PBN
Operation (Allowable aircraft
and operator
qualification)
NSG 1‡NSG
2NSG 3
NSG
4
NSG
5
RNAV (GPS) with
LNAV minima→ → →
A‐RNP or RNP
APCH AProvided at qualifying runway ends*
RNAV (GPS) with
LP minima→ ↓ ↓ RNP APCH B The intent is to replace with LPV
RNAV (GPS) with
LNAV/VNAV
minima
↑ ↑ →A‐RNP or RNP
APCH AProvided at qualifying runway ends
RNAV (GPS) with
LPV minima↑ ↑ → RNP APCH B Provided at qualifying runway ends
RNAV (GPS) to
RWY XX (RF and
Scalable RNP)
NA ↑ ↑ A‐RNP May provide
RNAV (RNP) to
RWY XX (0.3 or
lower needed)
↑ → → RNP AR APCH May provide
RNAV (GPS) to
RWY XX (RF
outside FAF)
↑ ↑ ↑A‐RNP or RNP
APCH AMay provide
RNP (RF) initial &
intermediate as
part of an ILS
approach
procedure
↑ ↑ ↑
RNP AR or A‐
RNP or RNP
APCH
Recomm
ended May provide
RNP STAR (RF) NA ↑ ↑A‐RNP or RNP
1
Shall
provideMay provide
RNP SID (RF) NA ↑ ↑A‐RNP or RNP
1
Shall
provideMay provide
RNAV STAR ↑ ↑ →A‐RNP or RNP
1 or RNAV 1
Uses
RNP
instead
May provide
RNAV SID ↑ ↑ →A‐RNP or RNP
1 or RNAV 1
Uses
RNP
instead
May provide
Arrows indicate whether availability of the operation is increasing, decreasing, or stable in the referenced timeframe
Federal AviationAdministration
14
Minimum PBN Capabilities Expected of Operators by Timeframe and Domain
Note: FAA recognizes the capabilities of specific public aircraft fleets and potential effects these have on the operation within the enroute domain.
*As conventional navigation is reduced in the far‐term and beyond, the lowest available minimums may be achieved with an LPV capability.
Attachment 2
DISCUSSION
15
PBN Time, Speed, Spacing Task Group
Co-chairs:
Dan Allen, FedEx
Steve Fulton, Sandel Avionics
Attachment 2
Tasking Deliverables
Review the plans for time, speed, spacing and related capabilities
Develop a 15 year plan for deployment:• 5 - year increments 2020, mid - 2025, far term - 2030
• Identify and prioritize tools and technologies ground vs. aircraft
• Appropriate in various operating conditions
• Preliminary Report to NAC in June
• Final Report in Oct
PBN Strategy Task Group Members
Bill Allen JetBlue AirwaysDan Allen FedEx ExpressKulsoom Basharat FAAGary Beck Alaska AirlinesMonte Belger Metron Aviation, Inc.Chris Benich Honeywell International, Inc.Joe Bertapelle JetBlue AirwaysFrank Black Metron AviationSteve Bradford FAAPatrick Burns Delta Air Lines, Inc.Andy Cebula RTCA, Inc.Lynae Craig Alaska AirlinesDonna Creasap FAABruce DeCleene FAAScott Dehart Southwest AirlinesSarah Fish FAASteve Fulton Sandel AvionicsPamela Gomez FAA
Josh Gustin FAARebecca Guy FAADan Hanlon RaytheonRick Heinrich Rockwell Collins, Inc.Mark Hopkins Delta Air Lines, Inc.Patricia Horan FAARob Hunt FAAPascal Joly AirbusDarnell Jones FAARandy Kenagy ALPACathy Kern FAAHilary King GE AviationKirk Kolek Rockwell Collins, Inc.Sharon Kurywchak FAABob Lamond NBAAGary McMullin Southwest AirlinesChip Meserole The Boeing CompanyToby Miller American Airlines, Inc.
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Attachment 2
PBN Strategy Task Group Members (cont’d)
Trin Mitra RTCA, Inc.Robert Mount FAATony Ng Lockheed Martin
CorporationDarrell Pennington ALPASteve Pennington U.S. Air ForceRon Renk United Airlines, Inc.Scott Sander Alaska AirlinesElly Smith The MITRE CorporationChuck Steigerwald The Boeing CompanyMark Steinbicker FAAErnie Stellings NBAARocky Stone United Airlines, Inc.Chris Sutherland Harris CorporationGreg Tennille The MITRE CorporationAllan Twigg United Airlines, Inc.Diana Wasiuk HMMHJeff Williams Tetra TechJeff Woods NATCA
19
Status of WorkCommon agreement on the Tasking
Reach agreement on the output necessary to fulfill the FAA’s request
Determine the Assumptions and Guiding Principles necessary to meet the project goals
Receive briefing(s) to level set the Task Group members on the capabilities• FAA NAV Strategy
• Traffic Flow Management Capabilities and Tools• Procedure-specified speeds• Ground-based Interval Management –Spacing (GIM-S) • Terminal Sequencing and Spacing (TSAS)• Path Stretch (with and without Data Communications)• Flight Management System (FMS) Lateral Offsets • Flight Deck Interval Management (IM): IM En Route and Terminal
Operations• Controlled Time of Arrival (CTA) Via Time of Arrival Control (TOAC)
Guidance and Automation
Attachment 2
Initial Observations
Scope includes both ground based and aircraft based tools
Transition of tools over time-frame – aircraft/ground based on intended goal of trajectory operations
The timing reference or desired point of timing is the approach end of the runway designed to achieve a defined throughput
VMC throughput in “standard” IMC
Near-term Technology and concept of operations plans must be sufficiently mature to support the recommendations
Mixed equipage will remain – it is an on-going process and a reality that must continually be addressed
DISCUSSION
22
Attachment 2
BREAK
NextGen Integration Working Group (NIWG)
Reports & Discussion
Attachment 2
Data Comm
Industry Leads:Dan Allen, FedEx ExpressJohn O’Sullivan, Harris CorporationFAA SME:Jessie Wijntjes, ATOPaul Fountaine, ANG
26
Status – Data Comm• Achieved Initial Operating Capability (IOC) at all three Key Sites and have started
the waterfall– Salt Lake City (SLC), key site – August 7, 2015– Houston Intercontinental (IAH), key site – September 3, 2015– Houston Hobby (HOU), key site – September 10, 2015– New Orleans (MSY), first site in the waterfall – January 21, 2016– Austin (AUS) – February 4, 2016– Louisville (SDF) – February 10, 2016– Newark (EWR) – February 12, 2016– San Antonio (SAT) – February 19, 2016– Sites have been continuous operations since their IOCs
• Continuing coordination with industry and field sites to support waterfall activities
– Conducting Air Traffic and Tech Ops training– Operators conducting flight crew training– FedEx, UPS, United, Southwest, USAF, British Airways, Air New Zealand, Cargolux, Emirates,
Air India, SAS, and Etihad all conducting operations with Data Comm
• Proceeding with Initial En Route service development and implementation planning
• Re-planning Full En Route services program based on budget constraints
Attachment 2
27
• Waterfall reflects challenge schedule dates (calendar year)̶ Baseline schedule Tower deployment dates are 2016-2019
S1P1 Tower ServiceImplementation Waterfall
28
NIWG Commitments – Data Comm
Extend Departure Clearance Operational Trials – Q1 2016 Trials completed and decommissioned at Newark – January 19, 2016 Trials completed and decommissioned at Memphis – February 2, 2016
Final Investment Decision (FID) for En Route services – Q2 2016 Completed FID for En Route Initial Services – October 2014 Re‐planning En Route Full Services based on budget constraints
Industry recommendation on Recorder Rule for Retrofit – Q4 2014 Industry delivered recommendation in December 2014 FAA published clarification in February 2015
Assessment of Boeing 737 Flight Management Computer Issue – Q4 2015 Assessment completed and Boeing released U12 upgrade – December 2015
Feasibility assessment of VHF Data Link Mode 0 (VDL‐0) – Q4 2019 Assessment report expected from the PARC CWG in March 2016
Airlines to equip 1,900 aircraft – Q4 2019 1,465 Data Comm equipped aircraft operating in the NAS as of February 16 (includes
FANS/VDL Mode 2, FANS/ VDL Mode 0, business jets, and international aircraft) 645 aircraft have been equipped through the Data Comm equipage initiative
Attachment 2
29
Data Comm Equipage
• 1,465 Data Comm equipped aircraft operating in the NAS as of February 16, 2016
o Includes FANS/VDL-2, FANS/POA, business jets, and international aircraft
• 645 aircraft have been equipped through the Data Comm equipage initiative
0
500
1000
1500
2000
2500
3000
3500
2014 2015 2016 2017 2018
DATA COMM AIRCRAFT
International Operators
Business Aviation
FANS over POA
FANS + VDLm2 Aicraft
30
Data Comm Operator Projections
1/29
Attachment 2
NIWG Rolling Plan – Data Comm
Conducted Data Comm NIWG Kickoff – January 26, 2016 Held follow‐on Data Comm NIWG meeting on February 16, 2016
Potential areas for inclusion in the Rolling plan update Concurrence on En Route Full services Progress on equipage VDL‐0 in En Route Incorporate lessons learned from AOC dispatch Benefits and metrics Additional airports for Tower Service Operator requests for new capabilities
31
32
Challenges
• The commitments to the NAC for deployment of Tower services reflect program challenge dates and not program baseline dates
– Challenge dates assume more risk in the coordination and field implementation of Controller Pilot Data Link Communications (CPDLC) service to the towers
• Training– Development and acceptance of training materials– Timing of training to support initial operations at a site– Operator flight crew training to support waterfall
• Operator commitment /coordination and support of the Tower Services waterfall – Equipped aircraft and operations to support Data Comm services– Support to FAA site testing and air-to-ground interoperability
• Coordination of the delivery and integration of the component subsystems– ERAM/TDLS/DCNS/FTI
• Site coordination– Coordinating across multiple facilities and operators to transition to Data Comm
• Determine funding levels to support JRC decision for S1P2 En Route Full Services– Establish scope of Full Service offerings– Establish timeframe for development and implementation– Coordination of re-plan with operator community
• Understand implications and address the recommendations from the PARC CWG on accommodation of VDL-0 for En Route
Attachment 2
DISCUSSION
33
Multiple Runway Operations
Industry Leads:Glenn Morse, United Airlines Jon Tree, The Boeing CompanyFAA SMEs:Jennifer Post, ATOPaul Strande, ANG
Attachment 2
35
Status - IMRO
• Wake RECAT• Implemented in DEN in December 2015• Due to software issues, RECAT at LAX is being rescheduled • Moving up IND 1Q 2016 in lieu of LAX
• Dependent procedures – Completed 7 Locations• DAL, JFK, MEM, MSP, PDX, RDU, SEA• Early implementation is complete for 1 NM dependent staggered approaches
to CSPRs with runway centerlines spaced between 2500’ and 3600’
• Assessment of future Wake RECAT• Assessment of categorization concept on ATC, potential benefits, and
integration impacts on automation systems is progressing for March 31, 2016
• Assessment of BOSTON• Publication of RNAV approach for BOS 4L planned for March 31, 2016
36
• Boston may not accrue benefit of dependent staggered approaches if RNAV approach is not published IMRO and PBN are working to coordinate on future
interdependencies
• Hardware & Software upgrades will not be available in HNL until mid Q4 CY16, working group will be working schedule changes
accordingly
• Enhancements for Wake ReCat to optimize for location specific fleet mix Assessment underway
Multiple Runway Operations Challenges
Attachment 2
MRO Rolling Plan Status
2017 Commitments Dependent stagger and triple simultaneous approach commitments are
on track or complete Simultaneous independent parallel operations using an offset – MRO
work is complete for safety analysis and procedure authorization, but need for RNAV offset approaches led to identification of need for PBN Team coordination
On track for implementing RECAT at 3 sites for Q1‐Q3
2018/2019 Thoughts to Date 9 potential RECAT sites have been identified by FAA; preparing benefits
assessment and coordinating priorities with industry now Consideration of potential sites and uses for Converging Runway Display
Aid (CRDA) Pre‐implementation analysis and review of authorized sites for Wake
Turbulence Mitigation for Arrivals
37
DISCUSSION
38
Attachment 2
Performance Based Navigation
Industry Leads:Gary Beck, Alaska AirlinesSteve Fulton, Sandel Avionics FAA SMEs:Donna Creasap, ANGJosh Gustin, ATO
PBN ‐ Status
• Metroplex• Atlanta and Charlotte in progress – on schedule
• Established on Required Navigation Performance (EoR) National Standard
• In JO 7110.65 Air Traffic Control publication cycle; no risk
• Delivery expected early
• NIWG Industry meetings• January 12 January 22 February 11 February 19
• Established a sub‐group to look at progress on decision support tool milestones near‐term (e.g. TBFM, GIM‐S, TSAS)
• Overall• Good discussions and agreement that our work should result in meaningful operational
capability as soon as possible.
40
Attachment 2
41
PBN Status (cont.)
• Technical Briefings• TSAS• PBN National Route Structure• EoR
• Current Actions• Considering ATL/CLT Metroplex implementation goals broken down
into smaller milestones for more visibility of progress• Considering adding decision support tool items• Adding LAS Metroplex
PBN Commitments & Options 2017-2019
Validated 2017 schedules on target• Metroplex – Atlanta and Charlotte• EoR Widely Spaced National Standard
Under consideration for future milestones• Pre-implementation targets for TBFM/TSAS• Pre-implementation targets for GIM-S • Key site for EoR Widely-spaced operations (may roll into CY
2018)2018/2019 - Thoughts to Date• Align any new targets to support progress defined in PBN NAS
NAV Strategy • Prioritize applications of EoR
• Identify capability of highest interest to industry• Consider potential site deployments (schedule permitting)
• Targets for TBFM/ TSAS and GIM-S• Targets for aircraft capabilities• Other industry targets under active consideration/discussion
42
Attachment 2
PBN Challenges & Opportunities
Key to PBN success and benefits is getting ATC clearance to fly the procedures. There is a big time gap before TSAS is available at Navigation Service Groups 1/2 airports and we need to understand what can be done in the interim.
43
DISCUSSION
44
Attachment 2
Surface Team
Industry Leads:Rob Goldman, Delta Air LinesSteve Vail, Mosaic ATM, Inc.FAA SMEs:Andras Kovacs, ATOSusan Pfingstler, NG
46
Surface Status• CY14 and CY15 milestones were all completed
• CY16 Implementation milestones: Advanced Electronic Flight Strips
• EWR ATCT on track to implement by end of Q2 CY2016• LAS ATCT and SFO ATCT on track to implement by end of Q3 CY2016
- Contingent upon on-time completion on ATCT construction and operational acceptance- Software build and training underway
FAA to Ingest 11 Data Elements via TFMS Update• Awaiting completion of Industry milestone to Provide 11 Data Elements (see below)
• CY16 Industry milestone: Industry to Provide 11 Data Elements
• Data exchange is the foundation of Traffic Flow Management (TFM) in the NAS and surface data elements bridge the gap between surface and airborne TFM
• Originally defined for a 2015 benefit – now tracked for future capability• Coordination underway to establish effective tracking and support mechanisms to foster success
• CY17 Implementation milestone Surface Departure Management
• Charlotte ATD-2 Demo still on track by end of Q4 CY2017
Attachment 2
47
Core Capabilities Needed
Terminal Flight Data Manager (TFDM) :
is the surface management solution for NextGen
47
Electronic Flight DataTFDM will provide Electronic Flight Data (EFD) and Electronic Flight Strips (EFS) in the tower to replace printed flight strips. This functionality will be integrated with Flight Plans for automatic updating.
Collaborative Decision Making for the Surface
TFDM will provide a departure scheduler with livedata provided by Air Traffic systems/controllersand Flight Service Providers, that will offerdeparture metering and other surfacemanagement tools, improving surface traffic flowmanagement.
Traffic Flow ManagementTFDM will enhance traffic flow management through TFDM, TBFM (Time Based Flow Management) and TFMS (Traffic Flow Management System) data integration to enableairlines, controllers and airports to share andexchange real-time data. This will result in improved surface traffic management and better airport operations.
Systems ConsolidationTFDM will replace multiple unsupportable systems in the National Airspace System through integration of their functionality into TFDM. This achieves technology modernization, improved data sharing andlower maintenance costs.
48
Flight Operators• Less taxi time/fuel burn• Aircraft may be held at gate instead of in line on the
taxiway• Improved schedule predictability/crew utilization• Increased reliability of connections• Increased situational awareness – safety & efficiency
Airport Operators
• Reduced CO2 footprint• Reduced engine noise• Improved predictability• More balanced use of airport
resources
Flying Public
• Improved predictability• Fewer delays• More reliable flight schedules• Awareness of potential delays
before boarding• Passengers comfortably waiting
in the terminal instead of in the aircraft waiting on the taxiway
• Improved passenger satisfaction
Air Traffic Control
• Automatically updated flight plans and electronic flight strips
• Easier rescheduling through generation of a recommended schedule
• Decreased voice communications• Fewer aircraft in the movement area and departure
queue• Improved surface situational awareness at the
TRACON, ARTCC and Command Center• Improved safety – less heads down time
Why TFDM?
Attachment 2
2017-2019 Rolling Plan ConsiderationsFAA-Industry Engagement in Surface and emphasizing the critical TFDM Concept
• Meaningful Industry inclusion in post-FID development of Terminal Flight Data Manager
• Harmonize industry groups and leverage ATO Integrated Product Team (IPT)• Provide operational and technical details and insight into waterfall and transition plans• Participate in activities essential to successfully implementing TFDM across NAS
Expand surface surveillance information sharing• Explore ways to obtain surface ADS-B data• Explore technically feasible ways for FAA to ingest surveillance data to improve
Traffic Flow Management (TFM) predictions• Explore opportunities to share non-movement area surveillance information
Support Collaborative Decision Making (CDM) and its role in Surface• Develop On-Boarding process for Airports as CDM members• Apply CDM model/organization as appropriate for TFDM Industry engagement
Risks & Operational Challenges
TFDM Program Funding Reductions resulted in:• Reduced visibility into what capabilities will and will not be included
in TFDM contingent upon funding
• Schedule slipping to the right
Stakeholders providing 11 data elements• Flight operators “on-boarding” to SWIM and Ops-cutover
Schedule alignment of ATD-2 Tech Transfer capability vs. TFDM deployment• Challenge mitigated via meaningful inclusion and capture of lessons
learned
Portability of TFDM/Surface between airports• Challenge mitigated by industry inclusion
Attachment 2
DISCUSSION
51
Bart RobertsVP Flight Operations
JFK RNP/AR RNWY 13/L NACFebruary 25, 2016
Attachment 2
53
History
FAA and MITRE started to develop approach 2004, JetBlue (Capt. Joe Devito) joined effort in 2007 & brought it to conclusion
Challenges: Decision Altitude in the turn and ensuring lateral containment during missed approach
Flight trials Resulted in additional requirement of TOGA (Takeoff Go Around) to NAV For JFK Rwy 13 L/R (unique to these procedures in NAS) to ensure lateral containment.
54
Investment considerations
Tarmac Delay rule implemented 2011
Crew duty impact of preventable diversions
Multi-year JFK major runway construction was a factor
Then Oct 2011 NY diversions into BDL with Tarmac delay hearings, decision to equip E190 fleet with TOGA was made.
Attachment 2
55
JFK 4L/22L CONSTRUCTION & RNAV RNP 13L APPROACH
154-day closure(27 April – 28 Sept 2015)
13L became primary arrival runway by necessity
YoY usage: JFK 13L arrivals 4/27-9/28*
2014
30.6%2015
65.3%
Without RNAV RNP approach, conditions below VMC are likely to force ILS 13L operation Airport Acceptance Rate 54 28
Airspace conflict affecting LGA, TEB and EWR
RNP 13L minimum: RVR 6000
JetBlue/NY TRACON signed LOA for closure period and beyond JBU assigned RNP 13L when
runway in use, weather permits
RNAV RNP 13L/R Approach, JBU flight operations
97.8%Compliance/Success Rate
5,939RNAV RNP 13L/R
Approaches Logged
Preliminary numbers based on flight crew self-reportingApril 27 - September 28, 2015
*Peak hour usage (1400-2100L) / Data source: Passur Aerospace
56
Procedural Acceptance
Controller acceptance was inconsistent till all JBL aircraft were equipped with TOGA to NAV capability.
April 2015 JBL/N90/NATCA signed an LOA to assign all JetBlue aircraft the RNP approach
JBL heavily relies on uses RNP/AR at LGB R12, DCA R19 and JFK R13 L/R (requires TOGA to NAV), R4, R22L
Attachment 2
57
Percent of Runway 13L Arrival Utilization by Month Jan 2015 –Oct 2015
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
Jan Feb Mar Apr May Jun Jul Aug Sep Oct
DISCUSSION
58
Attachment 2
LUNCH
Atlanta, GA
25 February 2016
NAC
Florian Guillermet/Frank Brenner
Attachment 2
AGENDA
• European ATM Master Plan• Why it matters to Europe?
• Operations and Technology • Why it must link to performance?
The European ATM Master Plan
Attachment 2
ENABLING PERFORMANCE
Thank you!
Attachment 2
Joint Analysis Team
Ilhan Ince, American Airlines, Inc.Dave Knorr, FAA
JAT Highlights
• To Date: Three full team meetings and one sub-team meeting
• Team has agreed on data and methodology for assessing Wake RECAT at CLT
• FAA and Industry have begun data sharing and validation• PASSUR data not available for JAT use until end of month
• Initial results using FAA data show clear RECAT improvement between qualifying lead/trail pairs
• Overall RECAT impact on throughput at CLT is negligible due to small numbers of effected qualifying pairs
66
Attachment 2
JAT Next Steps
• Ensure results consistency with industry data –ongoing
• Ensure data consistency with PASSUR Wake ReCatrelated data*
• Begin RECAT assessment at Chicago (ORD&MDW)
• Full day team meeting at DFW on March 9th
67
*PASSUR is providing additional data element related to runways at no change to schedule or to price.
JAT: Looking ahead
68
Jan
Feb
Mar
Apr
May
June
July
August
CLT
ORD/MDW
North CalNorth Texas
DEN
Passur Historical data available via
simplified dashboard user interface
Passur Product delivery
Agreement date
PassurProduct
available for testing
NAC Meeting
Oct NAC Meeting
Attachment 2
Federal AviationAdministration
69
Preliminary CLT RECAT Evaluation Highlights
Federal AviationAdministration
70
Change in Separation Requirements (nm)RECAT
CategoriesTrailing Aircraft
A B C D E F
A MRS 5.0 6.0 7.0 7.0 8.0
B MRS 3.0 4.0 5.0 5.0 7.0
C MRS MRS MRS 3.5 3.5 6.0
D MRS MRS MRS MRS MRS 4&5
E MRS MRS MRS MRS MRS MRS
F MRS MRS MRS MRS MRS MRS
Traditional Classes
Trailing Aircraft
Super Heavy B757 Large Small
Super MRS 6.0 7.0 7.0 8.0
Heavy MRS 4.0 5.0 5.0 6.0
B757 MRS 4.0 4.0 4.0 5.0
Large MRS MRS MRS MRS 4.0
Small MRS MRS MRS MRS MRS
Red indicates an increase in separations Green indicates a decrease in separations
70
Trailing Aircraft
Lea
din
g A
ircr
aft
Traditional Super Heavy B757 Large SmallAircraft Types
RECAT A B C D D E F
Super A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 A380’s, AN225
HeavyB 0.0 -1.0 0.0 0.0 0.0 0.0 1.0 B747’s, B777’s, A340’s, A330’s
C 0.0 -1.0 -1.0 -1.5 -1.5 -1.5 0.0 A300, A310, B707, B767, DC8, DC10, MD11
B757 D 0.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 B757’s
LargeD 0.0 0.0 0.0 0.0 0.0 0.0 1.0 A319, A320, A321, B727’s, B737’s
E 0.0 0.0 0.0 0.0 0.0 0.0 -1.0 CRJ’s, DH8’s, E135, E145, E170
Small F 0.0 0.0 0.0 0.0 0.0 0.0 0.0 C550, C560, C570, E120
Attachment 2
Federal AviationAdministration
71
Throughput Improvement Potential at CLTApr-Aug 2015, Operating Hours
Trailing Aircraft
Lea
din
g A
ircr
aft
Traditional Heavy B757 Large Small
RECAT B C D D E F
Heavy
B38
(0.0%)2
(0.0%)4
(0.0%)148
(0.2%)174
(0.2%)18
(0.0%)
C2
(0.0%)0
(0.0%)1
(0.0%)30
(0.0%)29
(0.0%)2
(0.0%)
B757 D2
(0.0%)0
(0.0%)5
(0.0%)240
(0.3%)257
(0.3%)21
(0.0%)
Large
D155
(0.2%)30
(0.0%)241
(0.3%)13,645(17.7%)
16,897(21.9%)
759(1.0%)
E223
(0.3%)37
(0.0%)261
(0.3%)16,609(21.6%)
23,165(30.1%)
1,413(1.8%)
Small F30
(0.0%)2
(0.0%)12
(0.0%)877
(1.1%)1,283(1.7%)
458(0.6%)
71
Trailing Aircraft
Lea
din
g A
ircr
aft
Traditional Heavy B757 Large Small
RECAT B C D D E F
Heavy
B49
(0.1%)1
(0.0%)10
(0.0%)402
(0.5%)473
(0.6%)16
(0.0%)
C1
(0.0%)1
(0.0%)10
(0.0%)134
(0.2%)100
(0.1%)0
(0.0%)
B757 D10
(0.0%)2
(0.0%)2
(0.0%)275
(0.3%)312
(0.4%)10
(0.0%)
Large
D433
(0.5%)129
(0.2%)268
(0.3%)14,657(17.8%)
17,249(20.9%)
887(1.1%)
E448
(0.5%)108
(0.1%)257
(0.3%)16,777(20.3%)
24,339(29.5%)
1,839(2.2%)
Small F43
(0.1%)6
(0.0%)33
(0.0%)1,296(1.6%)
1,487(1.8%)
502(0.6%)
Red indicates an increase in separations Green indicates a decrease in separations
Arrival Pairs during Operating Hours: 77,070
Departure Pairs during Operating Hours: 82,566
Separation Requirements
Arrival Pairs
Departure Pairs
Decreased 2.6% 3.3%
Unchanged 96.3% 95.6%
Increased 1.0% 1.1%
Federal AviationAdministration
7272
Qtr-Hour Throughput and Called Rates
DeparturesDeparturesArrivalsArrivals
Attachment 2
Federal AviationAdministration
73
Throughput Improvement Potential at CLTApr-Aug 2015, Peak Periods
Trailing Aircraft
Lea
din
g A
ircr
aft
Traditional Heavy B757 Large Small
RECAT B C D D E F
Heavy
B3
(0.0%)0
(0.0%)0
(0.0%)4
(0.1%)6
(0.1%)0
(0.0%)
C0
(0.0%)0
(0.0%)0
(0.0%)0
(0.0%)0
(0.0%)0
(0.0%)
B757 D0
(0.0%)0
(0.0%)1
(0.0%)15
(0.2%)14
(0.2%)1
(0.0%)
Large
D9
(0.1%)0
(0.0%)11
(0.2%)1,160(18.3%)
1,457(22.9%)
42(0.7%)
E4
(0.1%)0
(0.0%)19
(0.3%)1,382(21.7%)
1,988(31.3%)
90(1.4%)
Small F1
(0.0%)0
(0.0%)1
(0.0%)53
(0.8%)78
(1.2%)16
(0.3%)
Fewer separation miles required by RECAT:
• 0.4% for peak arrivals
• 0.7% for peak departures
73
Trailing Aircraft
Lea
din
g A
ircr
aft
Traditional Heavy B757 Large Small
RECAT B C D D E F
Heavy
B0
(0.0%)0
(0.0%)2
(0.0%)88
(0.3%)118
(0.4%)1
(0.0%)
C0
(0.0%)1
(0.0%)7
(0.0%)72
(0.2%)53
(0.2%)0
(0.0%)
B757 D2
(0.0%)2
(0.0%)1
(0.0%)114
(0.3%)133
(0.4%)1
(0.0%)
Large
D104
(0.3%)74
(0.2%)120
(0.4%)6,341(18.8%)
7,607(22.6%)
195(0.6%)
E121
(0.4%)56
(0.2%)112
(0.3%)7,440(22.1%)
9,703(28.8%)
484(1.4%)
Small F10
(0.0%)2
(0.0%)9
(0.0%)376
(1.1%)304
(0.9%)43
(0.1%)
Red indicates an increase in separations Green indicates a decrease in separations
Arrival Pairs during Peak Periods: 6,355
(8.2% of Arrival Pairs during Operating Hours)
Departure Pairs during Peak Periods: 33,696
(40.8% of Departure Pairs during Operating Hours)
Separation Requirements
Arrival Pairs
Departure Pairs
Decreased 2.0% 2.6%
Unchanged 97.4% 96.8%
Increased 0.7% 0.6%
Federal AviationAdministration
74
Examples of Changes in Aircraft Spacing Arrivals on the Same Runway
74
Attachment 2
DISCUSSION
75
PBN Blueprint Community Outreach
Jim Crites, DFW International AirportBrian Townsend, American Airlines, Inc.
Attachment 2
Review of Tasking
Per October 29, 2015 Letter from NAC Chair to FAA Deputy Administrator
“A related issue of impacts on communities associated with PBN procedures was raised during NAC’s discussion of both the near-term implementations, and longer term strategic work on PBN. Early community outreach and collaboration has been, and continues to be a major hurdle in fielding PBN procedures. Building on the landmark Blueprint for Success to Implementing PBN, the Committee is enthusiastic about determining how the NAC/NACSC can help address community outreach in the implementation of PBN.”
77
Participating Organizations
78
Air Line Pilots AssociationAirlines for AmericaAirports Council International (ACI‐NA)Alaska AirlinesAmerican AirlinesATACBeacon Management GroupCessna Aircraft CompanyCity of Houston, TexasDallas/Fort Worth International AirportDelta Air Lines, Inc.Federal Aviation AdministrationFedEx ExpressInternational Air Transport AssociationHMMHJetBlue Airways
Jetcraft Avionics LLCLandrum and BrownLeighFisherMosaic ATM, Inc.National Air Traffic ControllersAssociationNOISEPort Authority of New York & New JerseyPort of PortlandRaytheonRTCA, Inc.Southwest AirlinesTetra TechThe MITRE CorporationUnited Airlines, Inc.
Attachment 2
Work PlanGoal: Final Recommendation June 2016
Level Setting and Informational Briefings• Local Experiences
• Phoenix, AZ
• Washington DC
• FAA Community Outreach Activities
• Dennis Roberts, FAA Southern Regional Administrator
• Curtis Holsclaw, FAA Office of Environment and Energy
• Lynn Ray, FAA, VP Mission Support
• Aviation Community – ACI, A4A, NOISE
On-going Actions• Review of FAA Community Guidance materials
• Macro NextGen communication message
• Develop of recommendation – best practices and suggestions for future actions by FAA and industry
79
Work Plan (cont.)Plan to review FAA documents under development:
• Office of Environment and Energy Research and Development: Update of the Community Involvement Manual (circa 1990) -Guidance and Best Practices for FAA Environmental practitioners and supporting consultants
• Air Traffic Organization: Development of a Community Outreach Plan
Work Group beginning to develop approach to final report
Making specific recommendations to FAA & providing overall guidance to all stakeholders
Guidance will focus on providing a consistent yet flexible approach based upon the type of PBN effort (i.e., Metroplex and Single-site) as well as the anticipated challenges posed by an individual project
80
Attachment 2
Major Findings
A consistently applied, yet flexible approach to community outreach is an essential element of PBN development and implementation
FAA, Airlines & Airports acting upon the Community Outreach recommendation from the original PBN Blueprint Work Group Report
All stakeholders recognize the value of collaborating so as to refine and align their best practices pertaining to community outreach
81
Key Challenges
Identify entity with oversight responsibility
Define outreach• Focus on high level
• Managing the appropriate message and information
• Tailor a checklist to the project
Balancing available resources with the number of projects• Having enough bodies to manage the demand
Making certain the appropriate and qualified representation is at the table
Failure to adequately address Community Outreach jeopardizes the future and value of PBN implementations
82
Attachment 2
DISCUSSION
83
Date:
Federal AviationAdministration
Equip 2020FAA Update
Aircraft as of January 31, 2016
Operations as of December 31, 2015
February 25, 2016
Bruce DeCleene, AFS-400
Attachment 2
85Federal AviationAdministration
Status of Equipage
• Review of Terms:– ADS-B Out = Transmitter, Wiring and GPS
• Solutions available/planned for almost all aircraft make/model– Suppliers have improved data in Equip 2020
database
• Aircraft Equipage Counts
• Equipped Aircraft by Operator (Part 121)
• Equipped Operations
86Federal AviationAdministration
US Fleet Availability of ADS-B Out Solutions
Complete, Current 89%
Complete, Planned 2%
Partial, Current, <1%
Partial, Planned1%
No Solution, 7%
Other 9%
Equip 2020 Database, Supplier-Provided DataFAA-Approved Solutions
Data still being reconciled, actual situation is better than depicted.
Attachment 2
87Federal AviationAdministration
ADS-B Out Transmitter Equipage US General Aviation
88Federal AviationAdministration
ADS-B Out Transmitter Equipage US Air Carriers
Attachment 2
89Federal AviationAdministration
0
500
1000
1500
2000
2500
End of 2015 2016 2017 2018 2019 2020
ADS‐B
Version
2 Equipped
U.S. A
ir Carriers
Planned Retrofits New Delivery Retrofit New Delivery Compliant Total Equipped Aircraft
U.S. Air Carrier Equipage Plans
Data Included:Envoy, Horizon, JetBlue, Delta, FedExPending:American, Hawaiian, Southwest, UPS
90Federal AviationAdministration
Equipage Status – U.S. Air CarrierCount Carrier Carrier Name
172 UPS UPS
78 DAL DELTA
46 SKW SKY WEST
38 JBU JETBLUE
33 ASH AIR SHUTTLE
22 FDX FEDEX
21 AAL AMERICAN
20 CPZ COMPASS
10 ASA ALASKA AIRLINES
6 JIA PSA AIRLINES
2 ENY ENVOY AIR
2 VIR VIRGIN ATLANTIC
1 UAL UNITED
451Total U.S. Air
Carrier
ADS‐BOutTransm
itterAircraft
Attachment 2
91Federal AviationAdministration
Equipage Status – Int’l Air CarrierCount Carrier Carrier Name
52 UAE EMIRATES
19 SIA SINGAPORE AIRLINES LIMITED
14 DLH DLH
12 BAW BRITISH AIRWAYS
12 QFA QANTAS
11 KAL KOREAN AIRLINES
10 AFR AIR FRANCE
10 CSN CHINA SOUTHERN
9 ACA AIR CANADA
9 ETD ETIHAD AIRWAYS
9 TSC AIR TRANSAT
8 VIV VIVA AIRLINES
8 VOI VOLARIS
7 QTR QATAR AIRWAYS
5 ANZ AIR NEW ZEALAND
5 SVA SAUDI AIRLINES
4 AAR ASIANA AIRLINES
4 CES CHINA EASTERN AIRLINES
3 WJA WESTJET
2 JAL JAPAN AIRLINES
2 LAN LAN CHILE
1 ANA ALL NIPPON AIRWAYS
1 CAL CHINA AIRLINES
1 FIN FINNAIR
1 FJI FIJI AIRWAYS
1 XLF XL AIRWAYS FRANCE
220 Total Int'l Air Carrier
ADS‐BOutTransm
itterAircraft
92Federal AviationAdministration
Equipage - New Developments UPDATEDHeat maps of Percent of Equipped Operations Oct15 – Dec15 (En-route SVs)
Oct 2015 Dec 2015
ADS‐B Out Transmitter
>20%10‐20%5‐10%3‐5%2‐3%1‐2%<1%Off/
Missing
+/‐ Indicates sector operations change since Oct 2015
ADS‐B Out Rule‐Compliant Performance
+
+
+
+
+
+
+
+
+ +
+
+
+
++
+_
_
Attachment 2
93Federal AviationAdministration
Equipage - New Developments UPDATEDHeat maps of Percent of Equipped Operations Oct15 – Dec15(Terminal/Airport)
Oct 2015 Dec 2015
>20%10‐20%5‐10%3‐5%2‐3%1‐2%<1%
Off/ Missing
Oct-15 % of Terminals w/ Ops Increase Dec-1584% % V2 (OUT) 83%79% %V2 Compliant (OUT) 89%
Oct-15 % of Airports w/ Ops Increase Dec-1577% % V2 (OUT) 80%69% %V2 Compliant (OUT) 83%
ADS‐B Out Transmitter
ADS‐B Out Rule‐Compliant Performance
94Federal AviationAdministration
Conclusions
• Continue to see increase in equipage– Air carrier equipage plans will improve forecasting
– Substantial number of GA owners still deferring equipage to closer to deadline
• Education– FAA and industry conducting outreach
– http://www.faa.gov/nextgen/equipadsb
• Privacy– Industry estimating number of potential participants and period
of updates for temporary-identities to enable FAA costing
• Equip 2020: March 18
Attachment 2
DISCUSSION
95
The Future of the NAS - 2030
Bruce DeCleene, FAAMichele Merkle, FAA
Attachment 2
97
The Future of the NAS - 2030
• With the NextGen foundation in place it is time to re-examine our path forward and ensure we are on the right track
The NextGen Midterm Concept of Operations, NAS sustainment and resiliency efforts, addressing new challenges, and lessons learned from NextGen implementation come together to create the NAS of 2030
• The Future of the NAS - 2030 is intended to: Reaffirm commitment to providing enhanced service delivery to our stakeholders Ensure our budget, workforce, and stakeholders remain committed to the work and
investments necessary to create a NAS that is highly resilient, efficiently operated, and takes full advantage of integrated NextGen capabilities to achieve operational benefits
• NextGen comes together across the NAS around 2030; anticipated benefits of NextGen can be achieved because:
Transformational systems implemented across NAS Key functionality matured Data integrated across systems (both air and ground) Capabilities operationally used
98
Building the Future NAS
Sustainable,
Attachment 2
99
NextGen Evolution
• 2011 NextGen Mid-Term Concept of Operations continues to evolve based on input from different sources
Stakeholder Inputs
Aviation Rulemaking Committee results
RTCA special committees
Detailed implementation plans including approach and timing
Research results
Technology selections
Lessons learned and independent assessments
Budget and affordability
100
Building the Future NAS• Meeting New Challenges
New Entrants - Environmental Protection - Cybersecurity
• NextGen transformational systems continuing to deliver improved services
Trajectory Based Operations - Improvements to Separation Assurance -Increased Access to Airports
• Seamless Integration
Seamless integration encompasses end-to-end operations and the data, systems, and people that have an operational role in the NAS
• Aircraft and Operator Implications Integration of strategic planning and tactical execution – integration of
capabilities for the pilot– dependency on aircraft equipage – alignment of ground system acquisition and aircraft capabilities
Attachment 2
101
Locking in NextGen
• Trajectory Based Operations
Performance Based Navigation
Optimized Profile Descents and Ascents
Airborne Time -Based Management
Airborne Spacing-Based Management
Data Comm complex clearances and downlink of intent
• Airborne Collision Avoidance System-X
TCAS alerts during routine operations must be overcome
• Aircraft capability to conduct low visibility operations
• Static and Dynamic Information Access
Additional information wanted by Users
User Information (FOC and Aircraft) that will benefit ATC operations
• Collaborative Air Traffic Management
102
RNP with RF
Sample Aircraft Capabilities(Air Carrier Example)
Sustainable,
Legend1 Aircraft 95%
RNAV
ADS-B Out
FANS-1/A
SBAS
ATN B2
ADS-B In
GBAS
Attachment 2
103
Conclusion
• NAC Tier 1 Priorities maximize near-term value of current equipage
• Need corresponding stability and alignment of long-term ground and aircraft investments
• Navigation Strategy illustrated value of aligning long-term expectations
• Time, Speed and Spacing Management task Informing tradeoffs of various techniques for future separation
Concepts have equipage connotations
• International harmonization remains a key driver
104
Backup
Attachment 2
105
110
187
637
760 784 835
779 793 742
996
1,258
1,497
1,660
1,555
922 974
1,042
1,113
1,431
888
941 998
1,172
1,256
728 815
909 915 934
781 821
892 934
986
FY07 FY08 FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20
$ in
Millions
Enacted Funding Levels FY11 CIP 5‐Yr Plan FY13 CIP 5‐Yr Plan FY14 CIP 5‐Yr Plan FY15 CIP 5‐Yr Plan FY16 CIP 5‐Yr Plan
(Note: Excludes Personnel & Related Expenses and IOT&E)
NextGen Facilities and Equipment Funding Levels included in Capital Investment Plan (CIP)*
*Projection based on 2015 version of the FAA Capital Investment Plan
Summary of Meeting and Next Steps
DFO and NAC Chairman Closing Comments
Attachment 2
Concluding Items
Action Items
Other Business
Remaining 2016 Meeting Schedule • June 17 – Washington, DC
• October 6 – Orlando, FL, JetBlue
• Optional Pre-NAC Tour Harris Corp –Melbourne, FL (October 4)
107
Adjourn
Attachment 2
1 | P a g e
RTCA, Inc. 1150 18th Street, NW, Suite 910
Washington, DC 20036 Phone: (202) 833-9339
Fax: (202) 833-9434 www.rtca.org
RTCA Paper No. 290-15/NAC-37
October 28, 2015
Meeting Summary, October 8, 2015
NextGen Advisory Committee (NAC)
The sixteenth meeting of the NextGen Advisory Committee (NAC) was held on October 8, 2015 at Fed
Ex Express, Memphis, TN. The meeting discussions are summarized below.
List of attachments:
Attachment 1 - Attendees
Attachment 2 - Presentations for the Committee meeting - (containing much of the detail on
the content covered during the meeting)
Attachment 3 - Approved June 5, 2015 Meeting Summary
Attachment 4 - NAC Chairman’s Report
Attachment 5 - FAA Report from The Honorable Michael Whitaker, FAA Deputy Administrator
Welcome and Introductions
Chairman Anderson opened the meeting at 8:45 a.m. by welcoming the NAC members and others in
attendance. He recognized meeting host David Cunningham, Executive Vice President & Chief
Operating Officer of FedEx Express who welcomed the Committee and highlighted the collaboration
between FedEx and the FAA in moving the industry forward with NextGen. This was illustrated by
FedEx’s Dan Allen and Josh Kendrick who focused on how the NextGen capabilities have improved
efficiency, reduced fuel consumption emissions and expanded capacity during a presentation prior to
the NAC meeting. This included a review of the 17% capacity gain, 3 min reduced taxi-out time, and
2.5 min reduced approach time through the implementation of Wake Recategorization (Wake ReCat)
at Memphis International Airport.
Attachment 3
2 | P a g e
The meeting officially began at 9:01 with all NAC members being asked to introduce themselves, and
attendees from the general public were asked to sign the attendance sheet, (attendees are identified
in Attachment 1 and the presentation used during the conduct of the meeting are contained in
Attachment 2).
Designated Federal Official Statement
In his role as the DFO, The Honorable Michael Whitaker (FAA Deputy Administrator) read the Federal
Advisory Committee Act notice, governing the public meeting.
Approval of June 5, 2015 Meeting Summary
Chairman Anderson asked for consideration of the written Summary of the June 5, 2015 meeting. By
motion, the Committee approved the Summary (Attachment 3).
Chairman's Remarks
The following is a summary of the remarks made by Chairman Anderson (Attachment 4):
We are seeing tangible results from the deployment of some of the capabilities we identified
as top priorities. It has been one year since approval by the NAC of the NextGen Integration
Working Group (NIWG) final report and the NextGen Priorities Joint Implementation Plan
that the FAA presented to Congress. Collectively we have achieved many successes in
meeting implementation milestones for fielding NextGen capabilities. The plans must be kept
up to date, working towards the goal of not just implementation, but improvements in
operational performance. This included rolling out wake ReCat on an expedited manner.
While there are many interim programmatic and infrastructure milestones along the way for
which all involved should receive due credit, until we move the needle on performance, we
must remain diligent in our work together to see that all necessary components of each
capability are achieved, such as training, decision support tools, procedures and policies.
Attachment 3
3 | P a g e
From the start, there was a realization that there were stretch goals incorporated into the
plan and many of these have been met or are on the path to completion. In other cases, for
numerous reasons, milestones have been delayed. Understanding the root-cause, the NIWG
Teams should now review the plans and modify as appropriate through the successful
collaborative process. Through this transparent process, the Teams will review the program
milestones and decide how to address issues.
Interdependencies of the capabilities, among not only the four priority areas, but also among
how we integrate other capabilities in a way that makes the four priority areas more
beneficial to the operation of the national airspace system, is crucial. Implementing
capabilities in one alone, while helpful, doesn’t always lead to the bigger benefits we are all
seeking.
It is encouraging that the FAA is including near-term flow management capabilities into the
PBN focus area. Throughput is needed in a rational and metered way.
We must remain focused on throughput at airports – what we are doing is hard and we need
to collaborate to be successful. Long term collaboration is the key to success.
The FAA is showing its continued confidence in the NAC and with the outstanding
collaboration between the FAA and the NAC with the new Tasking on Metrics that builds on
the six metrics and methods for tracking performance improvements approved by the NAC at
the last meeting. The FAA and the industry are working together to collaboratively analyze
and report performance on the specific implementations.
The NAC is a forum for the Industry and FAA to speak with one voice regarding the
operational performance improvements attributable to NextGen implementation.
FAA Report - Mike Whitaker, Deputy Administrator, FAA
The following are the major points from Mr. Whitaker’s remarks. The details are contained in the
FAA report (Attachment 5).
The FAA is closely working with NASA on Low Visibility technology to achieve safety
enhancements, and lowering the cost of maintaining the NAS.
Attachment 3
4 | P a g e
o NASA Representative- Dr. Jaiwon Shin has been added to the NAC to enhance
this interagency effort.
Jim Bowman, Senior Vice President, Flight Operations, FedEx Express has replaced Bob Gray,
ABX Air as the NAC representative for the Cargo Airlines Association.
The FAA has announced a new Compliance Philosophy:
o US is the gold standard for safety
o Shift to risk-based decision making
o Undercurrent of the policy is cooperation and trust
o FAA will continue to have a zero tolerance policy for safety violations
The key principles of the FAA’s work with Congress on Reauthorization includes the need for
stable funding for air traffic control operations and NextGen investments.
New leaders have been announced for the FAA’s Unmanned Aircraft Systems (UAS) efforts:
Gen. Marke “Hoot” Gibson is the Senior Advisor on UAS Integration and Earl Lawrence is the
Director of the UAS Integration Office.
The FAA has made progress on major NextGen infrastructure programs of ERAM and ADS-B.
The Agency has had success with its key site Data Comm tests and has approvals for
implementations in 2016.
Teri Bristol, Chief Operating Officer, FAA Air Traffic Organization, explained the FAA’s
response to an August ERAM software outage and steps being taken to prevent a
reoccurrence. She also explained that the FAA had reached out directly to respond to
questions raised during the June NAC meeting related to the FAA’s actions that ensure the
integrity of the DataComm infrastructure from cyber-attacks.
The FAA-Industry have made progress in the updating the NextGen Priorities plan, and the
steps to jointly measure and analyze implementations.
The NAC will be asked to provide recommendations to the FAA on plans to increasing their
focus on Time Based Flow Management in the near-term, to optimize PBN, and in the long-
term for PBN strategy.
There are growing environmental challenges with PBN, which illustrates the importance of
early engagement with airport communities. This was raised during NAC’s discussion of both
the near-term implementations, and longer-term strategic work on PBN. Early and relentless
Attachment 3
5 | P a g e
community outreach and collaboration has been, and continues to be, a major requirement
in fielding PBN procedures.
Upon completion of the FAA report, Committee members engaged in discussion.
Chairman Anderson applauded the FAA on its statement of recent announcements on safety, and
encouraged the Agency to make a similar commitment for NextGen.
On the issue of UAS, a NAC Member echoed statements that he made at a recent Congressional
hearing on UAS and the need for the FAA to do something to prepare for the large numbers of UAS
operations. The concern is the FAA and industry risk falling behind, and safety is an overarching
concern in this new and emerging technology and aviation user. Another Member commented that
many existing UAS operators who conduct operations in a professional manner recognize that
technology development is underway to make UAS safer and for a safe integration into the National
Airspace System (NAS).
Several committee members agreed with Mr. Whitaker’s point about the growing need to engage
communities earlier in the PBN process with a determination to better address their interests. It was
also suggested that the NAC or a subgroup of the NAC assist the FAA with a process to discern the
impact on communities. Another Member noted that the use of future technologies and
implementing NextGen is important and interest in noise is growing, underscoring the need to
engage communities earlier. It was also recognized that arrivals do not generate as strong a
response, but that each airport has unique demographics and there is a need to demonstrate trust to
the community that what was predicted to occur does, in fact, occur.
In response to questions about what the NAC can do, a Committee Member emphasized the need for
interaction with communities to avoid surprises in implementation. Another commented that
airports, FAA, and aircraft operators are all in this together.
An FAA representative explained that it is a complicated issue and the Agency is trying to get out in
front with outreach for Metroplex implementations. This includes participating in airport
roundtables, increasing opportunities to engage with the communities about implementation and
find a balance between community concerns and industry’s needs. This prompted a NAC Member to
state that while dramatic progress has been made on overall noise reduction, dialogue is critical as
PBN is implemented.
Attachment 3
6 | P a g e
At the end of the discussion, the NAC agreed to the following:
Committee Action: Building on the landmark “Blueprint for Success to Implementing PBN” October
2014, the Committee has requested the PBN Blueprint Task Group help address community outreach
in the implementation of PBN.
NextGen Integration Working Group (NIWG) - Priority Area Reports
The Committee received reports from the joint FAA-Industry NIWG on progress implementing the
four priority areas of NextGen capabilities. The goal of the NIWG is to ensure the delivery of
measurable benefits by dates certain, and thereby, increase the community’s confidence in NextGen.
Mr. Ed Bolton and Ms. Teri Bristol, FAA, explained that the collaborative effort reached the one-year
mark since the NIWG final report was transmitted to the FAA, and the NextGen Priorities Joint
Implementation Plan was presented to Congress, tackling the challenges inherent in the deployment
of DataComm, Improved Multiple Runway Operations (IMRO), Performance-Based Navigation (PBN)
and Improved Surface Operations capabilities.
Their comments reviewed the lessons learned and the vitality and energy of the FAA and industry in
executing the implementations. They also emphasized how the FAA and industry have collectively
achieved many successes in meeting implementation milestones for fielding NextGen capabilities and
expressed agreement to roll the plan forward through 2019.
The NAC was presented with nine revisions to the 2014 plan:
Attachment 3
7 | P a g e
The purpose of the revisions is to reflect the flexibility of the plan as the needs of the NAS and its
users change. During discussions, the need for industry involvement in the planning was emphasized.
The Committee endorsed updates to the 2015 plan, based on the slides presented during the
meeting. These plans will be briefed to Congress by the FAA prior to the end of the year.
The Committee discussed initiating a rolling three-year implementation plan that will include a
review of existing capabilities and locations in 2017 and the addition of new commitments within the
four focus areas through 2019. The NIWG will report back to the Committee with an interim report at
the February 2016 meeting, a final report at the June 2016 meeting, and publish the new plan in
October 2016.
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Committee Action:
1. The NAC approved the 2015 plan revisions that will be forwarded to Congress.
2. The NAC agreed that the NIWG, through the NACSC, will report back to the Committee with
an interim report at the February 2016 meeting. This includes a review of 2017 plans, and
inclusion of 2018 and 2019 plans.
NIWG Focus Area Reports
The Industry Leads and the FAA Subject Matter Experts (SMEs) for each of the four focus areas
presented reports on the existing commitments.
DataComm
FAA SMEs: Jessie Wijntjes (ATO), Paul Fontaine (NG)
Industry Leads: Dan Allen (FedEx Express), John O’Sullivan (Harris Corporation)
Mr. Wijntjes discussed the FAA program for Surface Data Comm pre-departure clearances and En
route Controller-Pilot Data Link Communications (CPDLC). He explained that the Final Investment
Decision (FID) for En route is under development. The FAA is accelerating implementations for pre-
departure clearance locations to meet 2016 challenge dates.
Mr. Allen pointed out that the collaboration has been good between the FAA and industry. In
response to a question from a NAC member about the timing for the system to be fully operational,
Mr. Wijntjes explained that the three-year roll-out will be complete in 2019 because the FAA has
accelerated ground-based technology, but now there is a need for a higher level of equipped aircraft.
Committee Members commented that equipage and training constraints for operators need to be
addressed along with the business case. It was noted by Mr. Whitaker that incentives for equipage
being employed in the Data Comm program are preferred to mandates, and operators have weighed-
in on the capabilities that have driven decisions for the program.
Multiple Runway Operations
• FAA SMEs: Tom Skiles (ATO), Paul Strande (NG)
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• Industry Leads: Glenn Morse (United Air Lines), Jon Tree (The Boeing Company)
The briefing highlighted the implementation of Wake Recategorization (Wake ReCat). Chairman
Anderson, along with several committee members encouraged the FAA and the industry to continue
to work to deliver benefits from Wake ReCat implementation and encouraged continued acceleration
of the capability wherever possible. Operator representatives commented that there is a high degree
of benefit from bringing the implementation timelines to the left, essentially minimal investment to
receive important capacity benefits.
Mr. Tree recognized the efforts of retiring FAA senior manager, Tom Skiles, and his work in the Wake
ReCat effort.
Performance-Based Navigation (PBN)
FAA SMEs: Josh Gustin (ATO), Donna Creasap (NG)
Industry Leads: Gary Beck (Alaska Airlines), Steve Fulton (Sandel Avionics)
The Team reviewed the status of the following commitments
Develop a National Standard for Equivalent Lateral Spacing Operations for Departures (ELSO)
(2015)
Complete Established on RNP (EoR) Special Authorization for Widely Spaced Operations at
Denver (2015) – the waiver has significantly increased utilization
Develop a National Standard for EoR Widely Spaced Operations (2017)
Complete an EoR RNP Track-to-Fix Safety Assessment (2015)
Complete 3 additional Metroplex sites: Northern California (2015), Charlotte (2017), and
Atlanta (2017)
Complete a Las Vegas Basin Assessment (2014) – FAA is moving forward with the Metroplex
initiative. The study team will be in place to give a report by the end of the calendar year.
Mr. Fulton explained that as he has flown in northern California, there are improvements in north-
south operations on the west coast, continuous descent arrivals, and simplified flight procedures
making it easier for pilots and controllers. Mr. Beck noted collaboration was essential for the EOR TF
and AR support for inclusion in NIWG, and that this represented a balance among operators and a
willingness of the FAA to support both procedures.
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Though not a specific NIWG commitment, the industry team leads commented that operators in
Seattle, WA have also experienced savings in fuel consumption and emissions since EOR AR
procedures were implemented in April. In addition, the procedures were important to minimize the
capacity effects from a runway closure.
An operator member of the Committee made the point that an important success story of PBN
implementation has occurred at JFK. It was enabled by close partnership between the FAA, NATCA
and industry, and increased throughput for the airport during time of runway closure making
commitment for PBN implementation even though a runway was closed.
Surface
FAA SMEs: Robert Varcadipane (ATO) and Nick Lento (NG)
Industry Leads: Rob Goldman (Delta Air Lines), Steve Vail (Mosaic ATM, Inc.)
The SMEs and Team Leads reviewed the status of the implementations and pre-implementation
activities that includes airport participation in Collaborative Decision Making (CDM) and access to
surface data (SWIM); Airport Surface Departure Metering; Advanced Electronic Flight Strips (AEFS);
and utilizing Earliest Off Block Time (EOBT) for short range flights.
The briefing included updates on the on-going work of the NASA–FAA departure metering project in
Charlotte and the industry’s identification of the data elements necessary to support departure
Metering and the EOBT initiative. The industry will present a revised milestone prior to the end of the
year.
Team Lead Steve Vail emphasized the need for the FAA to review its various surface FAA-Industry
collaborative efforts to avoid duplication and maximize the effectiveness of the cooperative work.
Metrics: Measuring Effects of Implementations
Mr. Bolton and Mr. Joe Post, FAA, reviewed the FAA’s plans for moving forward with the Metrics
tasking, following the last NAC meeting when the Committee approved six metrics to evaluate the
NextGen implementations at selected sites. NAC Subcommittee Co-Chairs, Mr. Tim Campbell,
American Airlines, and Ms. Melissa Rudinger, AOPA, also participated in the discussion.
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The vehicle for accomplishing the FAA-Industry work is the Joint Analysis Team (JAT). The JAT
supports the goal of evaluating the performance improvements attributable to the implementation
of selected capabilities at specific locations.
Ms. Margaret Jenny, RTCA, explained the industry response to the FAA including the names of the
industry representatives for the JAT that will be conducting the work. This includes quantitative
assessments and outreach to FAA and industry Subject Matter Experts with operational expertise on
the specific implementations.
She introduced the representatives from Passur Aerospace, an independent vendor selected by RTCA
to provide a dashboard and associated analytic capability, who then presented their capabilities to
the NAC. Jim Barry and Ron Dunsky, Passer Aerospace, provided an overview of the work they have
been contracted to perform related to supporting the JAT and working collaboratively with the
industry and the FAA.
Ms. Jenny explained that the industry’s analytic capability, along with that from the FAA, will be used
collectively to evaluate the implementations, promote success and identify and address any obstacles
to success, as requested by the FAA’s tasking. Chairman Anderson and other representatives from
the industry emphasized that trust is essential—the industry and the FAA must speak with one voice
regarding the operational performance improvements attributable to NextGen implementation. Each
member of the NAC, and subordinate groups, is committed to adhering to stringent guidelines for the
use of the RTCA/PASSUR industry analytic capability and its output.
The Committee requested that the benefits received by the aviation industry from NextGen
implementations be promoted. Two specific examples cited were JFK PBN and Memphis Wake ReCat
implementations. The NAC Subcommittee will take the initiative to follow-up on this action.
It was noted during the discussion that the metrics will also support the NIWG work on developing a
rolling plan.
Other Committee members noted that data is needed to tell the story of how implementations have
provided benefits and it is critical that the FAA and industry communicate and work together on this
effort.
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In response to a Committee members question about business aviation, it was noted that
implementations are important to all operators and the evaluations must incorporate the impacts of
various aspects of the industry.
In conclusion, Mr. Campbell expressed appreciation to the FAA for agreeing to work with the
industry, and the NAC will receive an update on the actions at the next meeting.
FAA NextGen Promotional Effort
Ms. Pamela Whitley, Assistant Administrator for NextGen, presented the FAA’s plans for featuring an
FAA NextGen Promotional Program at the upcoming Air Traffic Control Association industry event.
NAC ADS-B Ad Hoc Group Report
Mr. John Hickey, Mr. Bruce Decleene and Mr. Jim Linney, FAA, outlined the current state of ADS-B
equipage, the Equip 2020 effort for operator equipage with ADS-B out, and future plans for the FAA’s
infrastructure necessary to support the implementation with ADS-B In. Discussion ensued on the low
equipage numbers, both for air carriers and general aviation. It was noted that commercial operators
are developing plans for equipage and it is imperative that operators not wait until the last minute to
meet the deadline. The Committee agreed that carriers should report on the status of plans for
output of 2020 fleet equipage of ADS-B via the Equip 2020 activity, and the FAA report on fleet
progress at future NAC meetings.
A Committee Member also pointed out that the repair facility capacity for installing the equipment is
an important part of the compliance process. A question was raised about the status of the
document needed to identify integrated solutions. In response to comments from the Committee,
Mr. Hickey emphasized that the FAA certification offices will not be an impediment for obtaining
approvals needed for ADS-B equipment installations.
One NAC Member stated that the privacy issue is still unresolved and work is underway on possible
solutions at the Equip 2020 meeting in December. This continues to be an outstanding issue from the
ADS-B Task Group recommendation approved by the NAC.
Performance Based Navigation (PBN) National Airspace System Navigation Strategy
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Mr. Mark Bradley, Delta Air Lines, and Chairman of the PBN Aviation Rulemaking Committee (PARC),
provided an out-brief about the work underway to develop revisions to the FAA 2006 PBN National
Airspace System Navigation Strategy that outlines a plan to transition to a PBN NAS over the next 15
years. The PARC has been coordinating closely with the NACSC to receive important industry input.
As a result, the NAC will be officially tasked to develop recommendations related to traffic flow
management automation and decision support tools, a key enabler for successful PBN deployment.
NextGen Plan
Mr. Paul Fontaine, FAA NextGen Office, provided a briefing of the integrated FAA plan for NextGen.
Committee members recommended adding the challenge of funding investments and emphasizing
the value proposition of NextGen investments. FAA officials explained the difficulties if Congressional
funding is reduced from the requested amounts and the impacts that this would have on the timing
of implementations.
Committee members also identified the value of relevant metrics to evaluate implementations and
assist the FAA in maximizing NextGen investments. Committee members discussed the relevance of
knowing when implementations are successful, having achieved the intended goals.
Summary of the Meeting and Next Steps
The NAC Secretary summarized the following actions from the meeting and follow-up items
(contained in a table below):
Action Item Responsible Entity Completion Date
Determine how the NAC/NACSC can address community outreach in the implementation of PBN (community impacts)
FAA/RTCA TBD based on FAA and airports review of current actions at November 2015
NACSC meeting
NAC accepted October updates to NextGen priorities. Updates will be incorporated into the plan and Congress will be briefed.
NIWG Leadership (FAA/Industry)
November 2015
NextGen Integration Working Group will initiate developing a rolling plan
NIWG Leadership (FAA/Industry)
Kick-Off Nov NACSC meeting
Interim February NAC meeting
Final June NAC meeting
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Carriers report on status of plans for output of 2020 fleets equipage of ADS-B (Note: releasable data should be de-identified)
Industry: provides data via Equip
2020; Reports fleet
progress at NAC meeting
December Equip 2020 Meeting
Update: February NAC 2016 meeting
Report on ADS-B equipage status for air carrier and general aviation at future NAC meetings
FAA 2016 NAC Meetings February/June/October
Pending FAA tasking related to traffic flow management, as a result of PBN Aviation Rulemaking Committee’s work on PBN NAS Navigation Strategy
FAA/PARC November 2015 Presentation of Tasking to
NACSC; Due Date for Tasking, TBD
NAC should promote benefits received by the aviation industry from NextGen implementations, specifically JFK PBN implementation and Memphis Wake ReCat
NAC/NACSC November 2015 NACSC meeting Agenda Item to
determine follow-up activities
DFO Closing Comments
Mr. Whitaker thanked the members for their participation in the meeting, and the continued work on
the NIWG priorities and metrics.
Chairman Closing Comments
Mr. Anderson emphasized the need for continuing to tell the story of NextGen implementations
citing the FedEx experience at Memphis and JFK PBN implementation as examples. This will foster a
better understanding of the benefits and the return on investments from NextGen.
Other Business
RTCA President Margaret Jenny presented Committee Member Jim Bowman with a plaque,
recognizing him for his previous work as Co-Chair of the RTCA Tactical Operations Committee (TOC).
The TOC is addressing the implementation elements of many NAC recommendations.
Adjourn
By motion, Chairman Anderson concluded the meeting of the Committee at 2:55 p.m.
Next Meeting
The next meeting of the NAC is February 25, 2016 in Atlanta, GA, hosted by Delta Air Lines.
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NAC Chair Report
Talking Points for Richard Anderson
Atlanta, GA - February 25, 2016 fnl
Entering into our first meeting of 2016, I want to thank Administrator Michael Huerta,
Mike Whitaker and their leadership team at the FAA for their engagement of the
industry in consensus based process as we seek to implement NextGen capabilities
under the NextGen Advisory Committee (NAC).
I also express my sincere appreciation to my colleagues in the aviation industry for their
commitment to the work of the committee, the Subcommittee and the various work
and task groups.
Before addressing today’s meeting, I want to review the highlights of the past year’s
work of the NAC:
o The Industry -FAA NextGen Integration Working Group (NIWG) implemented 29
of 31 priorities in 2015 advancing work in the four priority areas of DataComm,
Multiple Runway Operations, Performance Based Navigation (PBN), and Surface.
o DataComm – worked through the implementation issues, including addressing
the data recording requirement that presented a potential barrier for aircraft
operators to use pre-departure clearances in the terminal area.
o Made important progress on Wake Recategorization (Wake ReCat) at locations
with simultaneous approaches to parallel runways by reducing separation
criteria for multiple runway operations.
o In the critical PBN capability, we moved forward with Established on RNP
capabilities, Metroplex implementations at Northern California, Atlanta and
Charlotte, a Las Vegas PBN analysis and a national standard for Equivalent
Lateral Spacing Operations (ELSO).
o Surface and data sharing – progressed with a deployment of electronic flight
strips at Newark Airport, a NASA departure metering capability at Charlotte, and
an agreement to have airports participate in Collaborative Decision Making.
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As the Committee will hear this morning, the Teams are hard at work to continue the
industry -FAA collaboration of NextGen implementations in 2016, 2017 and we are
adding 2018-19. They are reviewing the plans and modifying these as appropriate
through the successful transparent collaborative process designed to move the needle
on performance. This includes all necessary components of each capability, such as
training, decision support tools, procedures and policies.
The Teams are also working to identify and mitigate the risks that jeopardize success, as
well as turning their attention to ensuring the timely deployment of essential the air
traffic controller decision support tools that were part of the Tier 1 priorities identified
by the NAC in 2014.
We are also beginning to discuss what other capability areas should be covered.
Because the goal of the NIWG plans is to ensure deployment of capabilities that will lead
to tangible improvements in operational performance, last year the Committee
approved a recommendation for six metrics to evaluate the impacts of implementing
NIWG capabilities. The resulting Joint Analysis Team, consisting of FAA and Industry
experts will report on its initial progress to collaboratively analyze and report
performance on the specific implementations since starting its work in December.
Repeating two comments from our last meeting:
o I want to caution that the purpose of the implementation work is to evaluate the
implementations, promote success and identify any obstacles to success that
need to be addressed. It is not for political purposes – we must not politicize the
NAC. To that end, we must be of a single mind even when we find that
capabilities are not delivering the anticipated benefits. In such cases, and trust
me, they will happen, as they do for any organization that is attempting
something this big, we must work together to identify the root causes and fix
them. More importantly, we must become collectively more comfortable
tackling some stretch goals. We do this by highlighting the risks up front, and by
working together to mitigate them. This means also that we must all be
prepared to help explain to those who oversee the FAA on the Hill that this is
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part of good business practices. If you hit every milestone and achieve every
benefit, you are probably not aiming high enough.
o Let me underscore the need for the Industry and the FAA to speak with one
voice regarding the operational performance improvements attributable to
NextGen implementation.
o There is no better way to ensure mutual success than through a federal advisory
committee venue such as the NAC supported by the collaboration tools and
expertise RTCA has built up over the years to support us.
At each of our 2015 meetings, we received a series of briefings on the FAA’s NAV
Strategy in advance of a request from the Agency for policy recommendations related
specifically to the aircraft and ground based traffic flow management decision support
tools essential for the successful implementation of PBN. This report is due in October
and will address a critical component of the future of operations in the National
Airspace System (NAS).
The Committee has expressed a strong industry commitment to ADS implementation.
This included the work of the ADS-B Task Group that identified barriers to meeting the
January 2020 implementation date and steps to address these. We will hear from the
FAA the status of ADS-B equipage.
As we discussed at our breakfast meeting, the commitment to equip and the associated
plans is a decision that must be made early. It is imperative that aircraft operators not
wait until the last minute and support from the OEMs is a crucial part of this process.
There are also outstanding questions related to privacy and a path for equipping certain
aircraft in the air carrier and general aviation fleets. The NAC stands ready to help
address these and any other issues the FAA wishes to send out way.
In closing I want to reinforce that through the NAC, we are in this (NextGen
implementation) together. We must all be committed to work together to overcome
unforeseen challenges and take advantage of unexpected opportunities.
Thank you to the FAA and all my colleagues on the Committee for being here today.
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Mike Whitaker NextGen Advisory Committee Meeting – FAA Report Atlanta, GA February 25, 2015 ______________________________________________________________________________
Introduction
Thank you, Richard [Anderson, NAC Chairman].
Good morning, everyone.
I want to first acknowledge Richard’s tremendous
work as CEO of Delta and congratulate him on his new role
as Executive Chairman. I also want to thank him heartily
for his continued and very effective leadership of the NAC.
We are all very glad that Richard will continue as our
chairman for the duration of his term.
I also want to welcome all of our new NAC members.
Today’s Agenda
My remarks will be relatively brief this morning. I’ll
begin with an overview of the agenda, and then provide
brief updates on the 2017 budget, reauthorization, and some
of our UAS efforts around UAS integration.
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You’ll have noticed by now that there are multiple
agenda items related to PBN. I want to spend a few
moments putting these into context.
It was exactly a year ago, in this same room, we
started a discussion on a long-term PBN strategy that
would provide a clear vision of GPS-based navigation as
the basis for daily operations in our national airspace and
how do we get to that point. As a result of that
conversation, we took our internal work to the PARC, the
Performance-based Operations Aviation Rulemaking
Committee, and one year later we have that strategy. It lays
out a consensus view of where the aviation community as a
whole wants to go through 2030. I’ll yield time at the end
of my remarks to Josh Gustin and Mark Bradley to walk us
through that really excellent work that they have been
leading.
Out of that work came a NAC tasking on PBN Time,
Speed, and Spacing, which is intended to inform a 15-year
plan for the deployment of traffic flow tools that will
complement the PBN Strategy. Importantly, this will
explore where those capabilities should reside – on the
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ground or in the air. That task has just kicked off and we’ll
hear from the leads how they are approaching that work.
We’ll look at our progress on some near-term PBN
work when we review the status of our current NextGen
Priorities plan, which continues to be a fruitful
collaboration. Richard mentioned that we completed 29
commitments in our first year of execution. I’m happy to
add that we’ve completed 13 more since October. Data
Comm is now in use in Salt Lake City, New Orleans,
Louisville, Newark, Austin and the two Houston airports,
and is coming soon to a tower near you, including right
here in Atlanta. We implemented wake recat in Denver,
and we’ve increased efficiency during instrument
conditions at seven airports, by reducing the standard
spacing for dependent parallel operations.
You’ll hear more from the focus area leads on these
accomplishments, as well as on their preliminary efforts to
roll the plan forward with new commitments for 2018 and
2019.
As we talked about this morning, the NAS operates
pretty well on blue sky days. It’s in off-nominal conditions
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where NextGen provides opportunity for improvement.
Bart Roberts of Jet Blue will tell us today how a PBN
procedure, coupled with an agreement with the local
facility, made all the difference for his operations during a
JFK runway closure.
The final PBN item is an update from the Community
Outreach task group. PBN changes, especially new routes,
are among the few parts of NextGen that the general public
can actually see, and these changes have caught the
attention of underlying communities in various parts of the
country. At the last NAC meeting, we talked about the need
to more fully engage communities before we implement
procedures, and the FAA is committed to being smart and
thoughtful about educating, involving, and getting input
from residents – building on good past practices and using
new techniques. The NAC touched on this subject in earlier
recommendations, and will amplify those thoughts through
this new task. I look forward to hearing the update from
that group today.
We also have a few non-PBN agenda items:
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European ATM Master Plan
We remain focused on ensuring that NextGen is
harmonized with modernization efforts across the globe
and so it’s important for us to understand how other
programs are progressing. Florian [Guillermet] and Frank
will talk to us about the European ATM Master Plan. We
look forward to hearing from them on that.
JAT
We’ll hear from the Joint Analysis Team. The NextGen
Prioritieswere chosen by industry and the FAA because
they were deemed to be of high benefit. We will be
looking to the expertise of the Joint Analysis Team to
assess their impact. The team’s work is intended to help us
collectively understand the data and methodology that the
FAA and industry use to examine changes in operational
performance and to support a common approach. I
understand that the team has had some insightful
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conversations and I look forward to hearing more about
that today.
ADS-B/Equip 2020
We’ve already heard some about that today. The Equip
2020 working group is continuing to work through
equipage challenges in order to ensure that everyone meets
the January 1, 2020 mandate, and Bruce DeCleene will
walk us through the current state of affairs in that effort.
As Richard mentioned it is important to havevisibility
into fleet plans for ADS-B equipage in order to make sure
that we are ahead of the mandate and that we can continue
to make this transition as seamless as possible.
I would like to thank Delta and American Airlines for
their commitment to provide this information. We look
forward to receiving their data as well as the data from
other carriers very soon.
NextGen Vision
Bruce will then be joined by Michele Merkle for our
final presentation of the day, which you’ll see titled “the
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NextGen Vision.” Earlier I mentioned our PBN strategy,
which outlines the way ahead for navigation through 2030.
We have a complementary product that does the same for
the full scope of NextGen. Consider this an update to the
2011 NextGen Mid-Term Concept of Operations. It
reaffirms the FAA’s commitment to providing enhanced
service delivery in decades to come. It also lays the
groundwork for further discussions here at the NAC and is
a suitable topic to conclude today’s meeting. The success
we’ve had working on our near-term priorities gives me
great hope for the possibility of making joint commitments
that take us far into the future.
FAA News
Now I’d like to turn to a few other items of perennial
interest and just give you a brief update:
First The Budget
The President released his budget earlier this month for
Fiscal Year 2017. The budget calls for $15.9 billion dollars
for FAA, including approximately $1 billion for NextGen.
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This budget, if enacted, would restore us to the funding
levels needed to ensure that we are able to execute the
NextGen Priorities as we have discussed. However, since
this request is above the two-year budget agreement, we
may continue to experience budget uncertainty. Given that,
we must remain flexible as we execute our current plan and
establish new priorities for 2018 and 2019, and align those
plans with budgets as actually passed.
Reauthorization
I also want to briefly, and I emphasize briefly, address
the FAA reauthorization bill. As you are aware, earlier this
month the House Transportation & Infrastructure
Committee unveiled a proposal for how air traffic control
services could be provided in the future.
There is broad acknowledgment that FAA
reauthorization offers an opportunity to ensure that the U.S.
continues to lead the world in aviation safety and
efficiency. FAA reauthorization will impact a broad and
diverse array of stakeholders, and we want to make sure
they are all heard throughout this process, which has just
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begun. We encourage Congress to work in a bipartisan
way, consistent with recent approaches on transportation
issues.
We continue to believe that any proposal should
support our core reauthorization principles. These
principles include maintaining the safest aerospace system
in the world, modernizing the FAA’s air traffic control
system—including stable funding for air traffic control
operations, NextGen, and the efficient recapitalization of
aging facilities—and enabling the integration of new users
into the NAS. Other principles include allowing better
alignment of resources with the needs of the NAS and
securing appropriate funding for the nation’s airports.
These principles are intended to guide reauthorization to
improve safety, make our airspace more efficient, and
improve service for air travelers and other stakeholders.
UAS
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Finally, on UAS, as many of you may know, the FAA has
been working hard to safely and effectively integrate UAS
into our airspace. This remains a significant challenge.
But, in December, we made great strides toward this
goal by creating a web-based registration process for
owners of small drones.
We are requiring the owners of small unmanned
aircraft, weighing more than half a pound to register their
drones. To date more than 350,000 have done so, giving
us the opportunity to work with a whole new group of
aviators. There are now more unmanned aircraft registered
in the US than there are traditional aircraft.
We established a task force, wrote and implemented
the interim rule for the registry, and stood up a registry
website, all in two months.
The speed with which we were able to roll this out is a
testament to the invaluable input we received from the
diverse task force of stakeholders we brought together to
work on this issue. And it’s further proof that when
government and industry partner, we can innovate, cut
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through red tape, and use technology to tackle emerging
risks.
This is essential with UAS because of how quickly
this field is evolving. Almost on a daily basis, we’re seeing
proposals from operators who’d like to use unmanned
aircraft to do everything from package delivery and
pipeline inspection to newsgathering and real estate
photography.
Meanwhile, we are continuing to work on the final
rule for small UAS and we plan to publish that in late
spring.
MICRO UAS ARC
This week we also announced that we are going to
establish an aviation rulemaking committee to develop
recommendations for operating micro unmanned aircraft.
The committee will begin its work in March and will make
recommendations for how to safely operate drones over
people who are not directly involved in the operation of the
aircraft.
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There has been widespread interest in creating a
separate micro UAS category. As part of the proposed rule
for small UAS, we asked for comments on a “micro”
classification. Based on the comments, the FAA has
decided to pursue flexible, performance-based requirements
that address potential hazards, instead of a classification
defined by weight and speed. We expect the ARC to issue
its final report in April.
The fast turnaround again demonstrates our
commitment to being flexible in our regulatory approach so
that we can accommodate innovation while maintaining our
high level of safety.
We will start working on the rule once we receive the
committee’s recommendations.
[Pause here for questions before going onto the PBN NAS
Navigation Strategy.]
PBN NAS Navigation Strategy (Tee up, Ask for NAC
endorsement)
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Let me now invite Josh and Mark up for their briefing
on the PBN NAS Navigation Strategy before we move to
the formal agenda.
[Turn over to Josh Gustin and Mark Bradley, co-chairs of
this PARC task. After they finish, it goes back to you.]
Thank you, Josh and Mark.
Richard, we ask the NAC to endorse this strategy so
that we can move into the planning and execution phases.
Thank you. This concludes the FAA Report.
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